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THE JOURNAL OF
THE ENGINEERING INSTITUTE
OF CANADA
TO FACIUTATE THE ACQUIREMENT AND INTERCHANGE
OF PROFESSIONAL KNOWLEDGE AMONG ITS MEMBERS.
TO PROMOTE THEIR PROFESSIONAL INTERESTS. TO
ENCOURAGE ORIGINAL RESEARCH. TO DEVELOP AND
MAINTAIN HIGH STANDARDS IN THE ENGINEERING
PROFESSION AND TO ENHANCE THE USEFULNESS
OF THE PROFESSION TO THE PUBLIC.' 1
ANNUAL GENERAL MEETING AND PROFESSIONAL MEETING
MONTREAL, JANUARY 28th, OTTAWA, FEBRUARY 11th, 12th, 13th.
JANUARY 1919
PUBLISHED MONTHLY BY THE ENGINEERING INSTITUTE OF CANADA,
AT 176 MANSFIELD STREET, MONTREAL
fol II No. 1
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The eccentrically relieved blades are
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hand, shell and fluted chucking reamers
have interchangeable nuts, screws and
wrenches. The bottom of a hole can
readily be faced. By a simple adjust-
ment of the blades the reamers can
easily be set to size without regrinding.
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Always order P. & W. Small Tools.
Precision Machine Tools Standard and Gauges
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JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA 3
Be^tivxim
Machine Tools
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JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
Dominion Bridge Company, Limited
MONTREAL, P.O.
Coal Handling Conveyor — Designed and Built by Dominion Bridge Company, Limited
Engineers, Manufacturers and Erectors ot
STEEL STRUCTURES
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JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
EFFICIENCY OF COUNTRY ROADS
MUST BE INCREASED
"Imperial Liquid Asphalts are Effective and Economical.'*
" Look at the deep tire tracks in the thick dust on this
road. Dust is a sure sign of deterioration, the result of
the heavy, fast moving traffic and the ravages of the
elements."
" Imperial Liquid Asphalts effectively overcome this
without changing the type of road. Read the following
extract from an official report of the long-experienced
Highway Commission of Massachusetts: —
'A PLAIN GRAVEL ROAD 15 feet wide is
destroyed by 50 to 75 automobiles per day, but
if treated with a good asphaltic oil will with-
stand 500 to 700 cars per day.'
'A WATERBOUND MACADAM ROAD 15 feet
wide will fail under 50 high-speed motors per
day, while with a good asphaltic oil blanket,
dust is wholly eliminated and the road will
carry and prove economical with 1,500 auto-
mobiles and 50 trucks per 24 hours.' "
" Imperial Liquid Asphalts increase the traffic-
carrying capacity of earth, gravel and macadam
roads. They establish an elastic ' traffic mat '
which absorbs the shock of heavy loads and
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They seal and make waterproof the surface, preventing
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wearing of road surfaces."
"Imperial Liquid Asphalts have no objectionable odors
and road surfaces on which they are used do not remain
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" Imperial Liquid Asphalts are of uniform high quality.
They are scientifically refined from only the finest Mexican
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" Our Engineers and Road Experts are always at your service and will gladly advise or assist you free
of charge in all matters relating to road construction and paving."
IMPERIAL OIL LIMITED, Imperial Oil Building, Toronto
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
Recommend Imperial Fuel Oil
IMPERIAL Fuel Oil has proved itself most efficient for use
under boilers for steam generation.
Great Munition Plants that used Imperial Fuel Oil during the
war are already supplied with most of the necessary equipment.
Many of these plants will find it a real economy to continue to
use oil as fuel for firing their boilers.
Good heating engineers know that Imperial Fuel Oil is an ideal
fuel. It is highly concentrated, always absolutely uniform, easily
stored and easily handled.
Imperial Fuel Oil makes possible steady maximum heat under
boilers, hence it increases — practically doubles — the steaming
efficiency of any boiler under which it is properly used.
Judged by final results, Imperial Fuel Oil is one of the most economical fuels
available to-day.
Imperial Fuel Oil is also excellent for heating Hotels, Apartment Houses,
Public Buildings, Churches and Schools, where cleanliness and quick, reliable
heat is of vital importance.
Those interested will obtain full details regarding Imperial Fuel Oil and the
installation of any equipment necessary to burn it by writing or calling at
Room 704, Imperial Oil Building, 56 Church St., Toronto, Ontario.
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Branches in all Cities
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
Little David in Action
" LITTLE DAVID " tools are ideal in the foundry,
the sand-rammer is simple and fast, the chipper is
powerful and reliable, the grinder is strong and sure.
Then you have the " IMPERIAL " hoist for lifting copes,
and the "CIRCO" direct lift air hoist to operate
drying furnace doors.
Behind all these you have C-I-R-Co., service —
the service that begins with purchase and lasts.
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JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
The Man of the Hour
The Canadian Engineer
CANADIAN] ENGINEERS, by their services on the Firing line and behind it,
have secured the confidence and the esteem of the Allies by their quick
adaptability to the conditions to be met. They have won the right to a larger
place in the Councils of our own Country.
Canadian Engineers, in war-time or peace-time, will increase their prestige to the
extent that they solve successfully and economically the problems entrusted them.
One of the ways in which the Engineer of to-day may best prove his worth — his fitness
for the great trust the country reposes in him — is by far-sighted consideration of the
entire life of a project.
In planning road or street work the man who is most loyal to his trust is he who thinks
not merely of present conditions but also of what will happen in the life of the debenture
covering the construction of the pavement. And the members of the profession know
that a broad outlook such as that, means including the specification of Concrete.
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Sales Offices at MONTREAL, TORONTO, WINNIPEG, CALGARY.
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
The Journal of
The Engineering Institute
of Canada
January, 1919
CONTENTS
Volume II, No. 1
SUGGESTED BRANCH BY-LAWS 1
MONTREAL TUNNEL, FROM AN ECONOMIC POINT OF VIEW 3
REMARKS REGARDING RURAL ROADS 10
DOUBLY REINFORCED BEAMS 14
EDITORIAL 15
Annual General Meeting
Canada's Need
Canada's Maps Catalogued.
New Certificates
Institute Fraternity
Branches Memorialize Government
Salaries of Engineers
Legislation Situation
Programme of Meetings
REPORT OF COUNCIL MEETINGS 19
BRANCH NEWS 22
Victoria Branch
Toronto Branch
Calgary Branch
Sault Ste. Marie Branch Proposed
Ottawa Branch
Hamilton Branch
Montreal Branch
CORRESPONDENCE 27
PERSONALS 33
OBITUARIES 34
PRELIMINARY NOTICE OF APPLICATIONS 37
ENGINEERING INDEX 41
EMPLOYMENT BUREAU 58
The Institute does not hold itself responsible for the opinions expressed by the authors
of the papers published in its records, or for discussions at any of its meetings or for
individual views transmitted through the medium of the Journal.
Published by
THE ENGINEERING INSTITUTE OF CANADA
176 Mansfield St., Montreal
BRANCHES:
Halifax, N.S.; St. John. N.B.; Quebec, P.Q.; Montreal, P.Q. ; Ottawa, Ont.; Toronto, Ont. ; Winnipeg, Man.;
Hamilton, Ont.; Regina, Sask. ; Calgary, Alta. ; Edmonton, Alta.; Vancouver, B.C.; Victoria, B.C.
10
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
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WINNIPEG, SASKATOON, CALGARY, VANCOUVER, VICTORIA.
THE JOURNAL OF
THE ENGINEERING INSTITUTE
OF CANADA
Volume II
A MONTHLY JOURNAL
Published By
THE ENGINEERING INSTITUTE OF CANADA
INCORPORATED IN 1887 AS
THE CANADIAN SOCIETY OF CIVIL ENGINEERS
JANUARY 1919
Number 1
Suggested Branch By-Laws
At the meeting of the Council held on December 17th, Branch By-Laws were submitted which were the result of several
months' deliberation on the part of the Legislation Committee of the Council and a special committee of
the Montreal Branch. These By-Laws have been submitted to the various Branches in
the hope that they will receive consideration for adoption, unless
there are local reasons why changes should be made.
Object
Section 1. The Branch shall promote the objects
and interests of The Institute and shall encourage the
preparation of papers and addresses on engineering
subjects, or on subjects of scientific or engineering interest,
both for presentation at meetings of the Branch and for
publication by The Institute.
Membership
Section 2. (a) The members of the Branch shall
consist of the Members of The Institute of all classes who
reside within a distance of twenty-five miles of the head-
quarters of the Branch, and of those residing at a greater
distance who, desiring to join the Branch, so notify the
Secretary-Treasurer, who in turn shall notify the Secretary
of The Institute.
The Branch may, at the option of the Executive
Committee, admit persons, not members of The Institute,
who shall be termed " Affiliates of the Branch."
(b) Any person interested in the engineering
profession may become an "Affiliate of the Branch."
Affiliates shall be elected by vote of the Executive
Committee upon nomination by two corporate members
of the Branch. The fee shall be five dollars per year,
including the annual subscription of two dollars for the
Journal of The Institute.
Affiliates may attend all meetings of the Branch but
shall not discuss or vote upon any matter affecting the
administration of the Branch.
Management
Section 3. The Branch shall be managed by an
Executive Committee consisting of a Chairman and a
Secretary-Treasurer, or a Secretary and a Treasurer, and
six committee men, all of whom shall be elected by letter
ballot of the corporate members of the Branch. A
Vice-Chairman may be similarly elected at the option
of the Executive Committee. The immediate Past
Chairman of the Branch and the members of the Council
of The Institute resident within the jurisdiction of the
Branch, shall be ex-officio members of the Executive
Committee. All members of the Executive Committee
shall be corporate members of The Institute. Five
members shall constitute a quorum.
Tenure of Office
Section 4. The Chairman, Vice-Chairman and
Secretary-Treasurer shall hold office for one year. Other
members of the Executive Committee shall hold office
for two years, three being elected each year. Elections
shall be held each year during the first two weeks of May
and members so elected shall take office the first of June
following.
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
Nominations for Executive Committee
Section 5. On or before the fifteenth day of March
in each year, the corporate members of the Branch shall
be called upon by the Secretary to nominate, by letter,
candidates for the offices of Chairman, Vice-Chairman,
Secretary-Treasurer and three Committee men. Each
nomination shall be signed by at least five corporate
members of the Branch, and shall reach the Secretary on
or before the first day of April.
Letter Ballot for Executive Committee
Section 6. The Secretary shall mail to each
Corporate Member of the Branch, before the end of
April, a letter ballot stating the name and class of member-
ship of each nominee. Instructions for voting shall be
printed on the ballot, which shall be returned to the
Secretary by a date fixed by the Executive Committee.
All ballots shall be enclosed within two sealed envelopes.
The outer envelope shall bear the signature of the voter,
but the inner envelope containing the ballot shall have no
identification mark upon it.
The ballot shall be counted by scrutineers appointed
by the Executive Committee. All ballots which do not
comply with the printed instructions shall be rejected.
The scrutineers shall report the result of the ballot
to the Annual Meeting, and the nominee receiving the
highest number of votes for any office shall be declared
elected to that office. Should a tie result between two
or more nominees for the same office, the corporate
members present shall elect by ballot, the officer from
those nominees. In case a tie again results, the Chairman
of the Meeting shall give a casting vote.
The Chairman shall announce the names of the
officers duly elected.
Sections of Branches
Section 7. At the request of ten corporate members
of the Branch, made in writing to the Secretary and
approved by the Executive Committee, sections of the
Branch shall be established, corresponding to any of the
generally recognized branches of the engineering profession,
such as chemical, civil, electrical, mechanical, mining,
industrial, etc.
The Chairman of the Branch shall be ex-officio the
Chairman of each of the sections and each section shall
have as executive officer, a Vice-Chairman, who shall be
appointed by the Executive Committee at its first meeting
after the Annual Meeting of the Branch, or on the
authorization of any section of the Branch. He shall
hold office until the thirty-first day of May following the
date of his election.
Meetings of the Branch
Section 8. Ordinary meetings shall be held on alter-
nate Thursdays from October to April inclusive, or on
such other days as the Executive Committee may
determine.
Special meetings may be called by the Secretary
on resolution of the Executive Committee, or on the
written request of seven corporate members, stating the
objects of the meeting. The notice stating the object of
the meeting shall be mailed at least five days before the
date of the meeting.
The Chairman may call a special meeting without
such formalities for any purpose other than the transaction
of business.
Annual Meeting
Section 9. The Annual Meeting shall be held at
the headquarters of the Branch on or before the second
Tuesday in May, or on such other date in May as the
Executive Committee may determine. Notice of the
meeting shall be mailed to each member at least seven
days before the date of the meeting. The Executive
Committee shall submit a report of the operations of the
Branch, and shall determine the order of business of the
meeting.
Annual Report to the Institute
Section 10. The Branch shall submit an annual report
of its proceedings and of its finances to the Secretary
of The Institute who shall present it to the Annual
General Meeting of The Institute. The report shall
cover the operations of the calendar year and shall be
approved by the Executive Committee and signed by the
Chairman and Secretary-Treasurer of the Branch.
Alterations of By-Laws
Section 11. By-Laws may be adopted, amended
or repealed by letter ballot only. Such alterations may
be suggested either by the Executive Committee, or, in
writing, by any ten corporate members, and the proposed
alterations must reach the Secretary on or before the
first day of April.
Alterations shall only be made at the Annual Meeting,
and the ballot for such alterations shall be issued with the
ballot for the elections of members of the Executive
Committee. An affirmative vote of two-thirds of all
valid ballots shall be necessary for the alteration of by-laws.
The votes shall be counted by the scrutineers appoint-
ed for the election of members of the Executive Committee.
General
Section 12. Where not otherwise provided for, the
Branch shall conform in rules of order and general
procedure to the methods and rules adopted by The
Institute.
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
The Montreal Tunnel From an Economic Point of View
By H. K. Wicksteed, B.A.Sc, M.E.I. C.
In response to your very kind invitation, I have come
before you to-night to give you something of interest in
connection with the history of the Montreal tunnel —
What were the considerations which led up to it, and made
it seem a practical scheme ? As the Canadian Northern
Passenger Department has put it in its window dressing
" Why was the Tunnel built ? " And I have given
my dissertation the title of " The Montreal Tunnel from
an Economic Point of View."
With the actual construction of the Tunnel I do not
propose to deal with to any greater extent than is necessary
to enable you to understand the problem, — not because
there were not a great number of intensely interesting
points about it, and not because I was not in the Tunnel
a great many times during its progress, — but because the
construction side has been dealt with very ably by my
colleague Mr. Brown, and I believe is to be dealt with
further by one of his assistants, Mr. Busfield, and they
are both better posted in details of it than I. Mr. Brown
has made tunnelling a specialty, and his whole soul was
in his work, and I may say that it is a pretty large and
comprehensive soul.
Economic Side of Engineering Problems
Both by temperament and training, it is the
" economic " side of things which has always appealed
to me most. Railways are commercial concerns, and
the Tunnel is an essential part of a great railway. If it
can not be justified in a commercial sense, if it can not pay
interest on its cost, it has no right to exist.
This economic aspect of engineering works has
come into great prominence of late years, and notably
since the introduction of railways. Nearly all our great
tunnels have been built to carry railways past or under
obstructions of one kind or another, so that the history
of tunnelling is almost altogether confined to the last
70 or 80 years, and most of the great tunnels are much
younger than that.
Difference between English and American Roads
Railroad construction started on a large scale first
in England, where population was already dense, and
traffic was waiting to be carried in large volume. A
railway once built even on what we should now consider
very crude lines, was practically sure of paying its way
from the very start, and the cost was a minor consideration
as soon as the potentialities of the steam railway came
to be understood.
It was when the building of railways extended to
this continent of great distances and at the same time
sparse population that it was found that not only were
fixed charges a very heavy drain on railway earnings,
but that capital was very hard to get in any case, and
had to be brought in from outside, hence the difference
in cost between the early American roads and the English
ones, and the expedients of sharp curvature, heavy grades,
and cheap construction, which were used to reduce the
capital cost; and hence the fact that so much English
capital went into American roads.
*Read before Toronto Branch, December 3rd, 1918.
Effect of Competition
As time went on, and the traffic became heavier,
and as, too, other lines were built between the same
termini and competition became keen, there came the
era when the balancing of cost against more perfect loca-
tion and construction began to be a regular study, and
while I think a good many of the earlier engineers, Latrobe
for instance, had thought a good deal about these matters
(their works shewed that they did) it was Wellington who
first committed his ideas to paper and his writings are
still useful as well as monumental.
Classification of Tunnels
The element of location which conduces more than
any other to reduce the cost of haul is, of course, that of
gradients, and in reducing gradients in rough country
there is very often a strong temptation, less often an abso-
lute necessity, to resort to tunnelling. Hence nearly
all our tunnels are in the two great mountain ranges of
the continent, one east and the other west of the
Mississippi River. There are a few, however, on this
continent, for the construction of which there are other
or contributing causes; and a great many on the other
side of the Atlantic — cases where property damage was
to be avoided at almost any cost, or where navigation
interests were paramount, and a tunnel was more practi-
cable than a high level bridge. The Detroit-Sarnia and
Hudson River Tunnels are instances of the latter class,
and the Baltimore & Washington tunnels are instances
of the former, and to this class our own Montreal Tunnel
also properly belongs.
Caiiad tan Northern Location Considerations
Towards the close of 1906, more than twelve years
ago, I was instructed to commence surveys and location
for the Canadian Northern Railway from Montreal west-
ward, primarily to the Georgian Bay and eventually, as it
turned out, to Port Arthur to connect with the western
system which had already developed to very considerable
proportions. My headquarters were at that time in
Montreal, so that it was natural that a great deal of my
spare time was devoted to what was in any case the prob-
lem of greatest interest and best worth studying out.
Montreal and its problems and growth were not a new
matter to me, for I had spent three years of my earlier
life at McGill, had geologized on Montreal Mountain
with Sir William Dawson, and one of my closest friends
was a prominent business man and an ex-mayor of
Westmount.
Acquired Roads
The Canadian Northern two or three years before
had purchased and completed the Chateaugay & Northern
Railway from Hochelaga to Joliette, and about the
same time the Great Northern Railway of Canada,
extending from Hawkesbury to Riviere a Pierre on the
Quebec & Lake St. John, which constituted a sort of over-
flow system by which part of the grain brought from
Parry Sound by the Canada Atlantic found its way to
an elevator in Quebec.
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
Ocean Terminal
The superintendent of this Eastern System was
offered one of the farms near Longue Pointe and we com-
bined to purchase this for the railway, and by this means
secured an approach to the river front, and within a
very short time thereafter, a connection with the Harbor
Commissioners' tracks.
Freight Entry
This had already secured for the road an ocean
terminal, and it developed later that from this farm, now
the Longue Pointe Yard (and a very busy yard indeed),
there extended a very marked depression clear across the
Island to the Riviere des Prairies, and the only one of its
kind between Lachine and Bout de 1'Ile. Everywhere else
there was a high broad-backed ridge of limestone to the
north of the Mountain itself, and to the south a long talus
slope of sand and glacial drift.
The Northern Colonization, afterwards Quebec
Montreal & Occidental, and now C. P. R., climbed over
the top of the limestone at Mile End at an elevation of
200 feet above the River and down again with a very
strenuous grade of 90 feet to the mile, to Hochelaga.
The Ontario & Quebec, the C. P. R.'s entry from the
southwest, climbed over the talus debris and dropped
similarly although not so viciously, to the Windsor Station.
Our discovery gave us an entry somewhat circuitous,
it is true, but with a short maximum grade of 30 feet
to the mile.
Development of Transcontinental Route
This then was the obvious route for a freight line from
the West to the harbour of Montreal, and it must be
remembered that the C. N. R. was at that time purely a
granger road and interested almost exclusively in the
hauling of wheat to the seaboard. Here, therefore, was
the starting point of the survey to Port Arthur, and we
still hope to see this line built at a very early date. The
surveys West shewed that an excellent line could be had
north of the Great Lakes to Port Arthur at moderate
cost; in proportion to cost probably the best long distance
line in the world. The Pacific coast extension also gave
wonderful results, and the System promised to be easily
the best of all the Transcontinental lines on this continent
or any other.
Terminal
While, however, this arrangement was entirely satis-
factory as regards through freight traffic to and from the
West, it did not meet the requirements of the local traffic,
both passenger and freight, of the City itself. Moreover,
a transcontinental such as that described must of necessity
have a suitable terminal in the Eastern Metropolis to make
it complete and well-balanced, and this became the new
study of the location staff.
Montreal Topographically
Montreal proper, as everyone knows and many
have said, is wedged in between the River and the
Mountain on a narrow strip of territory consisting first
of a river flat half a mile wide, and farther back a terrace
70 feet higher, and of about the same width, extending to
the Mountain Slope.
Up to thirty years ago the site was an ideal one for
a city of moderate size although even then it was re-
markable among American cities for its density of popu-
lation. While Toronto was building up with detached
houses with lawns and gardens, Montreal adhered to
long terraces of houses of gray limestone built right
up to the street, and extending for miles almost without
a break. Only on the slopes of the Mountain the " Seats
of the Mighty " of the Allans, the Redpaths, the Angus,
and other merchant princes shewed more attractive
surroundings, even if built on a sharp slope. Westmount
was then in its infancy and was deterred in its growth
by the long distances from the commercial centre of the
City.
Growth due to C. P. R. Entry
Thirty years ago was marked by the advent of the
C. P. R. and the selection of Montreal as its headquarters.
Montreal began to grow very rapidly indeed, and is
said to be increasing in population nearly 10% per annum,
and has now a population of over 800,000.
Congestion
Montreal a few years ago had an area of 19 square
miles, and a population of 580,000. Cleveland, with
about the same population occupied 45 square miles,
Boston with 670,000 — 43 square miles. Between 1900
and 1910 Montreal added 10,000 people to each square
mile. New York only 4,000 and Chicago only 2,500.
Montreal, to use the words of a writer in an American
paper was " choking to death for want of room". In
its efforts to find this it has extended down the River
almost to Bout de 1'Ile, and upwards almost to Lachine,
and answers much more closely even than Duluth itself
to the Eastern Yankee's description of that City as
being " 25 miles long, 1 mile wide, and pretty nearly
one mile high."
Schemes for Expansion
The long-sighted men, my business friend for one
and Sir William Van Home for another, had repeatly
cast wistful and prophetic eyes towards the " hinterland "
" the Great Beyond " on the other side of the Mountain.
The Montreal Tramways built a line around it and Sir
William suggested a tunnel of about 1,000 feet to reduce
the extreme summit of the Cote des Neiges Hill. Only
at one point had any actual expansion taken place, and
this was largely due to the C. P. R. Mile End Station
and the Tramways' extensions to it. This was along the
extensions of St. Lawrence Main, St. Denis and later
of Park Avenue.
This question of city expansion was one consideration
which led to the conception and inception of the Montreal
Tunnel, but it was not by any means the only, or the
principal one.
Topography
To most Canadians the mention of the St. Lawrence
suggests a river running east and west. It carries east
and west commerce, and Sault Ste. Marie is pretty nearly
due west of Montreal, and Port Arthur only three degrees
further north; but the St. Lawrence proper from Lake
Ontario to the sea flows northeast, and at Montreal
it runs almost due north and south.
JOURNAL OF THE ENGINEERING INSTITUTE OFJ CANADA
It is the Ottawa which is the east and west river, and
it is the Ottawa Valley which has been in the past the great
highway of commerce, and which has resumed its place
as the route of the two transcontinental roads. The
result is that the direct route from the heart of Montreal
to the West lies directly through the Mountain, and
almost at right angles to the River and the great thorough-
fares of St. Catherine, St. James and Notre Dame, which
parallel it. As grade separation was an essential feature
of any terminal scheme this was a very important
consideration.
Existing Railways
Three railways had already entered Montreal from
the West.
The Grand Trunk had entered it when the problem
was a comparatively simple one. The Victoria Bridge
was located at what was considered the best point for a
bridge, as was the St. Anne's Bridge over the Ottawa.
The intermediate line was built as directly as possible
between them, and one of the pioneer roads of Canada,
the Lachine Portage Railway, was used as an approach
to a dead end station in the outskirts of the city at that
time. The main line did not touch Montreal as it then
existed.
Thirty years later the Northern Colonization was
built from Ottawa, and it climbed over the northern toe
of the Mountain as already described, and entered the
extreme northern end of the city, and after absorption
by the C. P. R., the Place Viger Station.
Ten years later still came the Ontario & Quebec,
which paralleled the Grand Trunk from Vaudreuil to
Dorval, and then rose over the terrace and followed
along its edge to the present Windsor Street Station.
What the governing ideas were in selecting this location
I can only guess, having never met the designer, but a
desire to eliminate property damages and grade crossings
as far as possible is evident, and the solution has been
accomplished in a very clever way. It is on the whole a
very satisfactory entry, but the C. P. R. is under the
disadvantage, with the double approach, of having to
keep up two separate terminals and a great number of
passengers have to travel across town from one to the
other — in coming, for example, from Quebec to Toronto.
It may almost be said that there are three terminals for
the Mile End Station is getting to be very popular with
short distance passengers to and from the north and west.
The Windsor Street approach is very interesting not only
as a very good piece of work, but as shewing the develop-
ment of railway ideals, and the demands of the Public in
respect of abolition of crossings and concealment and
suppression of smoke and noise.
Advent of C. N. R.
Nearly thirty years after the C. P. R. comes the
Canadian Northern. Thirty years makes a great differ-
ence in a problem of this kind. Land values have grown
prodigiously in the meantime due to the ever increasing
congestion. And the education of the Public assisted
by a Railway Commission anxious to please it has gone
on apace. Grade separation has become absolutely
essential and the absolute abolition of smoke and noise
almost so.
At the same time, and from the railway point of view,
passenger trains have become longer and heavier and
harder to haul, so that grades must be flattened to the
utmost, especially in regard to starting and stopping.
Maintenance of way and operating expenses have been
increasing in a much faster ratio than the corresponding
passenger rates and receipts. Only the increasing volume
of traffic offsetted the growing discrepancy and served
to stave off the bankruptcy of the railways.
Local Freight
The passenger business alone was not the only thing
to be considered. The Grand Trunk during its 60 years
of occupancy, and the C. P. R. during its shorter term of
existence had surrounded and honey-combed Montreal
with a network of industrial spurs, sidings, and yards,
in every direction. The Canadian Northern had only
one small yard in the extreme north end, and its connection
on the same terms as the other lines with the Harbour
Commissioners' tracks for overseas business. But busi-
ness to and from the local industries, the wholesale houses,
cold storage plants, etc., etc., has to be hauled from three to
five miles by motor trucks to Moreau Street. The
handicap is altogether too great. In the district bounded
by McGill Street, the Lachine Canal, Windsor Street
produced, and Lagauchetiere St. alone there are something
like 150 of these smaller industries and plants, and a great
many more within a mile radius of the Haymarket Square.
Passenger business may perhaps be described as the
spiritual and intellectual function of the railway body
coporate, but freight is the wholesome and nourishing
food which enables it to do its work and carry on its func-
tions. The passenger service is the side which appeals
to the ordinary layman passenger just as a man's face
and bearing does to a new acquaintance, but he can't
keep up the prepossessing appearance unless he has his
stomach full, and some little money in his pocket.
Financial
We have here a number of essentials to be provided
for and a still greater number of desiderata, also many
things to avoid. The most important necessity of all
at the moment perhaps was the finding of the necessary
capital.
Railway terminals are expensive things at the best,
and this was an era of extravagance in this respect. The
Pennsylvania had spent all kinds of millions on its New
York entry. The New York Central was following suit
with a magnificent scheme, better balanced financially,
but still enormously expensive. Kansas City was
building a joint 45-mi lion terminal, and St. Paul was
considering a scheme which involved encroachment on
the rights of its very respectable and oldest citizen, the
Mississippi River — almost as old and respectable as
the Montreal Mountain itself although somewhat dirtier.
But these were all in connection with roads of long
standing and financial strength. They were improvements
and consolidations rather than new schemes.
The Canadian Northern while it had been earning
at a great rate was also extending and building equally
fast, and had largely discounted its future in its borrowings.
Even in a growing North West it takes some months
before a new piece of road can earn its own living, and
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
some of the C. N. R. construction was of a nature and
through such country as could not be expected to yield
any adequate income except as part of the completed
system.
Selection of Route
The most obvious route was to parallel the two older
roads and it was very seriously proposed, but the writer
for one never took to the proposition. It was neither the
inexpensive route of the older Grand Trunk, nor could
the very neat grade separations which the C. P. effected
thirty years ago be repeated and duplicated.
The line of the C. P. had been badly bent in order to
effect its entry. Everything pointed to the north instead
of the south shore of the Ottawa as being the proper
route of the Canadian Northern, and in this case the bend
would become a right angle elbow. The right-of-way
would be absolute destruction for two miles or more, and
grade separation could be effected only by a continuous
track elevation for the same distance. It would have
been plagiarism of the worst and most expensive type.
It was proposed to join the Grand Trunk but this
would merely have mitigated some of the evils of parallel-
ism, not removed them, and the C. N. would have lost
its identity and its independence at a most important
point, and neither of these propositions would have been
any solution of the freight problem.
Tunnel the Obvious Solution
The Tunnel was the obvious solution of the whole
question, and it was adopted by the writer at a very
early stage, but how was the money to be found ?
The Model City
Here came in the question of expansion, of a Greater
Montreal. The piercing of the Mountain, the inaugur-
ation of a fast and frequent electric service through it,
would vastly enhance the value of the inaccessible lands
beyond. Thousands of acres sloping gently towards
the Back River were available, if they were once brought
within easy reach of the business and shopping district.
As soon as the programme was announced real
estate men would quickly absorb all the available land,
subdivide it and sell at enormous profit. Why should
not a syndicate be formed which would take this part
of the business out of the hands of the real estate men,
buy up the land and out of the prospective profits finance
the construction of the Tunnel ?
The idea once suggested took root, and some of the
great financiers of the world became directly interested in
it, and the idea of the tunnel entrance became an esta-
blished one.
Construction Considerations
But this merely fixed the principle of the Tunnel,
not the line of it, and there were several lines suggested
other than that adopted. A line just south of Park
Avenue was strongly advocated, the reason given being
that it would be closer to the surface and much of it could
be built by the cut-and-cover method.
It was pointed out in rebuttal that this would dis-
organize all the underground economy of the district,
sewers, water pipes, and gas, and that the streets would
be impassable and the abutting property uninhabitable
during the whole time of construction, unless the enor-
mously costly methods of the New York Subways were
adopted. So far from being an extravagance, the bold
line under the highest part of the Mountain was the
cheapest in that it avoided all property damage except
for a couple of thousand feet on the City end.
Selection of Western Portal
This argument prevailed finally and the bolder line
was adopted, but there was still a good deal of latitude
in the choice of line.
At the West end a long strip of property was offered
reaching nearly to the Back Rvier. It so happened
that on this property was the best point at which to cross
the C.P.R.'s Atlantic and North Western line, so this end
was promptly and satisfactorily settled.
Selection of Eastern Portal
The east end was the subject of longer debate and
some warmth of argument. Most English-speaking
people think of Montreal as extending from the Mountain
to Dorchester, and from Park Avenue to the confines of
Westmount, with an addition for business purposes
extending east and south for half a mile from the Place
D'Armes, and of St. Catherine Street as being the main
and only important artery. This is only a small part of
Montreal in reality but the conviction in the Anglo-Saxon
mind that this is Montreal, the whole of Montreal, and
nothing but Montreal is almost as fixed and ineradicable
as the Englishmen's idea that the whole world is centred
about his own tight little island.
As a result of this obsession, it was difficult to get
any site off of St. Catherine Street even seriously con-
sidered. A line near University Street was actually
adopted and abandoned only when it was shewn that this
was of no use except for purely passenger business, that
there was no chance for extension eatward, and that it
must for all time to come remain a dead end branch 6 miles
in length, and worse in this respect than either the C. P. R.
or the Grand Trunk.
Connection with Harbor Tracks
Finally, the present line was adopted mainly for
the reasons that it gave a continuous line from the
Mountain to the water front with opportunity to connect
with the Harbor Commissioners' tracks, and through
them with the system extending to Quebec and Chicou-
timi; that in doing this it passed through some of the
best freight producing district in Montreal, and that it
did all this with a minimum of property damage and with
an absolute avoidance of grade crossings or even distortion
of street grades.
There is, further, an avowed intention on the part of
the Commission to build a dam across the River to St.
Helen's and a bridge from it to the east shore which will
furnish a route for such roadways and railways as care
to avail themselves of it. It is more than probable that
the Quebec Montreal & Southern and the Intercolonial
will avail themselves of the chance, for the Grand Trunk's
great bridge is already congested and overcrowded,
but this is a matter for the future.
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
Station Site
The choice of a station site on this route was another
matter of debate, which it is somewhat irrelevant to go
into now. The choice for the present at any rate is that
I am shewing you on Lagauchetiere, within easy reach of
Dorchester, but not so far below the surface as the latter.
Grades Through Tunnel
Closely allied to the question of alignment and in
some respects even more important is that of grades.
I have already alluded to the increasing length and
weight of passenger trains. The C. P. standard trans-
continental train averages 11 coaches, and with this their
Pacific type engines get over the 1% grades of the Lake
Superior division with reasonable ease. An extra car is
liable to make them lose time. On the other hand, if
the grade is flattened too much, on a long tunnel and
approach such as this, trouble with drainage is apt to
occur, expecially in winter.
The grade through the tunnel is 6/10 of 1%, or 32 feet
per mile, and is continuous from end to end; the West
Portal being thus 100 feet higher than the East.
From the West Portal the same rate of grade carries
us down through the Model City for nearly the same
distance. The long cutting on the west approach was
introduced with a purpose, viz. : to allow the civic expan-
sion to go on overhead without too much distortion of
street grades.
Headroom
In consideration of the electrical operation the head-
room required under the bridges was reduced from the
regulation 22 ^ feet to 16 Yi feet, and the problem of
grade separation rendered so much the easier of
accomplishment .
Near Cartierville the Park & Island Railway and a
mainroad alongside it have been carried underneath.
Absolute grade separation is thus secured, not only
through the City itself and its transmontane annex,
but for the entire length of the electric zone, nearly 9
miles, and Cartierville, a promising suburban settlement
on the bank of the Riviere des Prairies, is now brought
within 18 or 20 minutes of the heart of the City.
Description of Tunnel
The Tunnel itself is a very interesting one and ranks
among the great tunnels of the world, being 3.25 miles
in length. Only the three great Alpine Tunnels, the
Mount Cenis, the St. Gothard and the Simplon, com-
pletely eclipse it in length, and there is only one in Can-
ada which is longer, the Rogers Pass Tunnel of the
Canadian Pacific.
Difficulties
It was predicted beforehand that the difficulties
would be comparatively few, and so it turned out.
Very little water was met with, and this where it
was expected, near the West Portal at the contact between
the limestone and the older rocks on which it rests un-
conformably.
The core of the Mountain was almost exclusively
Essexite a basaltic volcanic rock, somewhat hardtodrill,
but otherwise quite unobjectionable.
Lining
It was at first thought that most of it would not
require lining, and had it been a steam operated road
in the open country, it is still probable that very little
lining would have been put in, but its nearness to the
terminal and the adoption of the trolley system, which
meant support from the roof, made even a small fall
a very serious matter, as it would both delay and endanger
the traffic. Some little seaminess and disintegration
shewed itself after exposure to the air, and in the end it
was all lined with a thin sheeting of concrete, except for
about 1,000 feet. This applies to the rock section.
Use of Shield
For something over half a mile at the City or East
end, the roof ran into clay, although the bottom and most
of the wall remained in limestone. This clay was known
beforehand to exist, and it is of a very plastic and semifluid
formation and contains numerous shells such as now exist
in Northern seas. On account of its semi-fluid nature, and
because this section led under streets and close to the
foundations of buildings, it was decided to take this out
under a shield protection, the shield being followed up
with an arch of concrete blocks pre-cast in voussoir shape.
Practically no leakage even of water was ever visible
during the progress of the work, and yet considerable
settlement of the street overhead took place. Probably
the moisture evaporated and escaped as invisible vapour.
A great many of the houses had been set down on this
soft clay and had suffered from settlement before the work
was started; the further settlement was therefore of less
consequence than it would otherwise have been.
Separate Tunnels
Through this section the individual tracks are carried
in separate tunnels with a thin wall between them.
The same is true of a few hundred feet at the West Portal,
but the body of the tube is a single opening.
Heading and Speed
The heading was a " bottom " one 8' x 12' and was
put through with very good speed. For a time in fact
the American record for hard rock tunnelling was broken
by an average advance of 26 ft. per day for a whole
month.
As soon as a sufficient advance had been made the
enlargement to full section was commenced, the arch being
taken out first, and the two " benches " afterwards.
As the east end was in the City and there was no
means of getting rid of large quantities of material except
by means of teaming for several miles, this work had to
be done from the West end, and for this reason the heading
was driven faster from this end and this meant working
down hill. Under these circumstances the small flow
of water was particularly fortunate as the amount of
pumping was small.
Shafts
In order to expedite the work a shaft was sunk
250 ft. one mile from the west end. This made it possible
to follow up with the enlargement on the westerly mile
without interference from the heading from the shaft,
but as a matter of fact the rapid progress of the heading
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
was to a large extent wasted because the war intervened
and work on the enlargement was impeded by the
difficulty in finding the necessary capital to carry it on.
Instrumental Work
The shaft was, however, designed to carry an elevator
in the future to a substation at its foot, and with this in
view was sunk to one side of the centre line of the tunnel.
This, as may be imagined, greatly increased the difficulty
of alignment of the tunnel. To offset a line on the surface
to two plumb lines only some 12 feet apart and 250 feet
long, and then offset this line again at the bottom of
the shaft, was an operation requiring care and patience,
but it was accomplished without appreciable error by
H. T. Fisher and his staff.
Other Shafts
A second shaft was sunk some 70 feet just to the north
of Sherbrooke Street and at the bottom of this the shield
was put together.
A third shaft was projected at Pine Avenue but
considerable opposition was met with from the wealthy
residents of the neighbourhood and it was abandoned,
and undoubtedly to advantage for it would merely have
expedited the driving of the heading, not of the completed
tunnel.
A fourth shaft was sunk on Dorchester Street and it
was from this that a large quantity of material was
removed because there happened to be a very large and
almost vacant piece of property at this point on which
material could be wasted for the time being, until the
Tunnel became available for hauling it away.
Reasons for Electrification
As mentioned above, the Tunnel was planned from
the beginning for electric traction. No effort was made
to avoid the inevitable in this respect. It was felt that
while very much cheaper in initial cost, a steam service
through such a long tunnel would not be popular with
the Public, and there would have to be installed fans and
artificial ventilation, and that even outside the tunnel,
on the City end, there would be a strong opposition to
steam operation over the streets, and justly so, for
Montreal is already more saturated with coal smoke than
even Toronto.
Some of you will remember the fatal disaster in the
St. Clair Tunnel when it was operated by steam loco-
motives, although this is not much more than one-third
the length of the Montreal one. Some minor mishap
necessitated a stop at the lowest point in the tunnel,
and some of the train hands were asphyxiated by the
waste gases from the locomotive before help could be got
to them. Even on a passenger train, although the trip
lasted a very few minutes, there was a certain sense of
suffocation and a feeling of relief when the trip was over.
This accident precipitated the inevitable change to
electric traction and in the case of the Pennsylvania
and Detroit tunnels, electricity was installed from the
very first.
Air Current in Montreal Tunnel
In the Montreal Tunnel, in actual experience, the
air is just as fresh as it is outside and there is quite a
marked natural circulation through it. The air at the
City end is nearly always warmer than that at the West
or country end, and rises from the terminal excavation,
causing a strong draught of cool air from west to east.
With the West end warmed up by a westerly sun,
while the East is in shadow, the current will very probaly
be reversed, but the normal conditions seem to be as above.
The electrification work is a very interesting study
in itself, and was under the very able charge of W. A.
Lancaster.
St.
POWER
Ursule Falls
A study was made for developing power at St. Ursule
Falls on the Canadian Northern line some 60 miles east
of Montreal, and transmitting to Montreal, but the
power was not very reliable and to make it so meant
a lot of interference with vested rights and privileges
which threatened to raise the capital cost and resultant
interest charges to a point which meant that it would cost
more per H. P. than it could be obtained for from the
Montreal Light Heat & Power, and an arrangement was
made with them to supply the necessary power.
Description of System
The system is a direct current of 2,400 volts, much
higher than we have been accustomed to up to the present.
The locomotives take the current by means of a penta-
graph from a trolley wire, and weigh eighty tons.
The third rail system was considered but on account
of the heavy snowfall about Montreal and occasional
accumulations of ice, it was not considered desirable.
In actual test these locomotives haul a seven or eight
car train against the adverse 6/10% grade through the
Tunnel in 7 minutes, or practically thirty miles per hour.
Electric Zone
The electric zone extends at present only to Cartier-
ville, which on account of its being a convenient point
at which to establish a divisional yard with engine house
and shops, was considered the best point at which to make
the change.
Extension and Route to Ottawa
It is altogether probable that as the intermediate
country gets settled up with suburban residences, a
movement which has already commenced, it will be ex-
tended to St. Eustache, a very prosperous town with
beautiful surroundings, and we hope eventually to
Ottawa. Only the heavy cost of installation prevented
this being done in the first place.
The route to Ottawa lying as it does along the banks
of the River, and generally within sight of it and of the
Laurentian Hills beyond, is quite the most attractive
of the four existing ones, and within a mile of being the
shortest. It has already made a good start in popularity,
and with the additional attraction of electric traction,
it should pretty nearly monopolize this business.
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
10,000 15.000 20,000
I
Fig. 3. — Canadian Northern Railway Terminal Lines in Montreal, with Tunnel under Mount Royal to Central Passenger Station.
10
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
Remarks Regarding Rural Roads
By J. N. deStein, M.E.I.C.
You may have noticed that the Manitoba Motor
League intend to petition the government of their
province to take over the control of main highways,
and a Manitoba weekly expresses itself in this con-
nection as follows:
" The present system of municipal roads is a
howling farce. The great majority of rural
councils know even less about building and
maintaining roads than the daily press of
Toronto knows about farming in Manitoba."
I thought it unfortunate that a man likely without
any engineering qualifications, as the editor of said
weekly, should express an opinion, which properly should
have originated in some engineering body.
We are leaning back in our chairs and enlarging at
length upon small theoretical points, perhaps how many
inches to crown our main roads or whether to use eight or
ten percent maximum grades, while annually tens, yes even
hundreds of thousands of dollars of public monies are
wasted through the present faulty system of supervision
of our rural roads. Our duty — it seems — should be
first to devise a proper organization in this connection.
There are plans on foot for provincial highways,
linking up the various cities and towns of importance in
our province, and even a possible federal interprovincial
highway is being contemplated — but our rural travel
will still use mainly our market roads, as heretofore
under the supervision of the rural councils.
Just a few words about the present organization.
Our municipalities comprise as a rule from nine to twelve
townships and are governed by a reeve (elected annually)
and six councillors (elected by a ward system), three coun-
cillors retiring every year, keeping thereby the individual
councillor in ofhce for two years. The councillor has the
immediate supervision over the roads in his ward (13^ to
2 townships), which consists of about 80 to 110 miles of
road. The annual portion of the taxes devoted to road
purposes is divided amongst the councillors and forms the
appropriation at their disposition for road construction
and maintenance in their respective wards, usually called
divisions.
The trouble seems to be firstly in the continuous
change of officials. Our aim should be to devise some
more permanent form of rural government, after the com-
mission form in our cities or in the form of a municipal
manager, aided by an elected reeve and council. All
executive work, especially in connection with road
planning, construction and maintenance should be left
in the commissioner's or manager's hands.
There might be an objection raised on account of
the increased financial outlay in salaries etc., but the
ratepaying farmer would soon realize that their
" investment " is not only earning a very high rate of
interest indeed, but probably showing a considerable
saving on Capital account.
*Read before Saskatchewan Branch, E.I.C., December 12th.
The second remedy should be a change in our
Municipal Act, whereby a more adequate remuneration
should be allowed for municipal reeves and councillors.
The honors are all theirs — but that is about all ! — We
find a large number of public spirited men in our rural com-
munities, who devote their time in the best interests of
their electors — but let us admit the fact: are not quite
a few tempted to seek an adequate remuneration for their
services in improving the roads in the vicinity of their
farms, sometimes even beyond the importance of such
road.
Even the small rural division is again split into
districts. One year the south end are trying to get their
man in, another year the north end, mainly in order to
get roads. "Roads" is the issue in the campaign!
Every councillor looks in many instances upon his
division as a little kingdom of its own. I could mention
instances where some councillor in the past developed,
in a very remote portion of the municipality, a splendid
net-work of roads, but only a few miles in the immediate
vicinity of his farm and entirely disconnected with any
market road. In the future they are left without neces-
sary upkeep, as the next councillor refuses to spend
any more money in that corner, with the result that the
original, often large, expenditure is wasted eventually.
Recently our provincial government is requesting
the rural municipalities to submit plans showing a proper
system of main roads. Some very queer documents must
reach our highway department in this connection. I know
of some intances, where in one division nearly every
road was shown as a main road, in another division a
main road was contemplated — to suit the requirements
of the councillor in question — every mile of which
involved an outlay of about one thousand dollars for
earthwork alone, besides being topographically entirely
unsuitable for its purpose. The main road system as at
present is a variable item, directly proportionate to the
council, that is with every change of council the main road
system used to change as a rule. It should therefore be
our duty to compel the municipalities legally, not only
to adopt a comprehensive system of main roads, but
to adhere to it!
What difficulties does the local councillor encounter
in this respect ? Mainly the objection of the ignorant
rate payer, who figures that his taxes should be expended
on the piece of road immediately adjacent to his pro-
perty. He seems to loose sight of the fact, that he
travels sometimes many miles over expensively con-
structed road, upon which the expenditure of a frontage
tax, sometimes even on maintenance alone, would result
in an entirely impassable roadway. He overlooks the
fact, that the heaviest tax he has to pay, which never shows
up in his tax notice is the " Poor Road Tax " which
however takes its heavy toll in depreciation of implements,
waggons, cars and more especially in loss of valuable time.
Perhaps a main road assessment could be worked out,
similar to drainage assessments, taxing the direct benefits.
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
11
This might overcome some of the objections. Amongst
others a wheel tax has been suggested, which would most
adequately distribute the expense.
I found an instance, where a municipality intends to
try and set aside annually a certain sum for the develop-
ment of their market roads. But there again the divisional
method of road supervision has its great disadvantages.
Perhaps a contemplated market road is situated right on
the boundary between two divisions, and one councillor
fails to understand why he should spend some of his
appropriation on a road used by rate payers living in
another division. May I cite an example of this kind
on the hand of a sketch.
The councillor in the west division did not
want to incur the expense necessary in order to open
up a new road through Section 36. The main road had to
go to the north and was coming from the south, west of
Section 25, but had to jog a mile east, before continuing
to the north. The west councillor suggested to jog it
east on the south side of Section 25, thence to carry it
north, there being no river crossing provided. He
reckoned, this would give him \y 2 miles of mainroad
less to build or maintain at the expense of the councillor
to the east of him. His suggestion would have necessi-
tated the crossing of a large slough, the cost of which alone
was estimated at about $1,000, while the total expense in
connection with opening up the new road through Section
36 was about $350 (including necessary right-of-way),
besides giving topographically a road much superior to the
other solution.
The municipality in question, like several others,
adopted the form of road committee, in order to overcome
the autocratic tendencies of some councillors and to con-
sult with the individual councillor on road questions.
That is, the reeve has the power to call upon any councillor
to form a committee in each individual division to decide
upon questions of policy and expenditures in connection
with road work, the decision of which committee is binding
upon the councillor.
A worse case even is the boundary between two
municipalities, where often the settlers in one munici-
pality can hardly reach the market town, if the market
road is situated on the boundary between the two munici-
palities and is under the supervision of the other munici-
pality, the ratepayers of which do not use it at all.
I pointed out already that unfortunately sometimes
the councillor in deciding upon his road work is governed
by anything but altruistic motives. I can however men-
tion one instance where it was the custom of the
councillor to call annually a meeting of his divisional
ratepayers and let them decide on a road program, which
he tried to execute to his best ability with the means
at his disposition.
Let us turn now from mistakes in road policy in the
present form of administration of rural roads to
engineering errors made in this connection. H. R.
Mackenzie very ably showed in a preceeding paper the
necessity for engineering supervision in this connection.
May I be permitted to add a few examples picked at ran-
dom, even the work of a common road grading machine
requires some knowledge and judgement, especially as
to the necessary width of road. An instance came to my
notice where a councillor personally operated the grader
over several miles of mainroad, spending considerable time
going up and down. Fortunately the road allowance is
only 66 feet wide, so that his activity had to reach a limit.
He made a regular boulevard without crown and in
very poor shape, at double the expense necessary.
Running the grader continuously through cuts and
over-fills, as it is sometimes done, creates a grave danger
to the surface of the fill. The cut ditch is being continued
unto the fill, instead of being turned off at the mouth of
the cut. This means that the water, accumulated in the
cut, is being drained right unto the fill. Mostly however
the cut ditch is conspicuous through its absence, creating
as much danger as in the former case.
Why should a councillor, who might be a very success-
ful farmer, have to decide on engineering questions for
which a special training is required. Naturally errors
involving the loss of considerable money will often occur.
I would call your attention to sketch No. 2.
depicting a section on a creek crossing east of
Regina. The fill on the upper side was about ten feet,
on the lower side about 18 feet. A 36" pipe about
24 feet long was stuck through the fill as indicated. What
happened last spring ? Half of the fill washed out with
12
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
the spring freshet and when inspected by the writer the
damage to the road bed had been repaired, but a large hole
had been created at the foot of the lower slope. A 36"
stream of water dropping about 8 feet has naturally some
force. What remedy did the councillor suggest? He
reckoned that by placing another 36" pipe of the same
length a£ the same elevation, he should be able to improve
conditions. What would have happened ? Two 36"
streams dropping without an apron straight down would
have at least doubled the cavity at the lower end, besides
still creating a considerable head of water in the spring.
From information gathered I judged that about 45 sq.
feet of area were required to carry the spring flow, while
provision would have been made for only 14 sq. feet.
Another washout with a likely damage to the pipes
would have occurred and the hole at the bottom would
have gained such dimensions, that the whole crossing
might have had to be shifted. Fortunately I persuaded
the councillor to desist from placing the additional pipe
and after taking out the pipe he had in at present, we
constructed a small wooden bridge, about 10 feet wide
and 6 feet high, leaving enough room inside of this
structure for a permanent concrete culvert of the necessary-
water carrying capacity.
In my sketch No. 3 I show a piece of an east-west
road allowance which a coulee crosses twice in
about 600 feet. What had been the solution in this
case ? Two 36" pipes had been placed at each crossing,
necessitating an outlay of nearly 700 dollars. The whole
piece of road allowance was low and had been filled about
4 feet high, the material being taken from the west end.
What should have been done? The coulee should have
been diverted and kept on the south side of the road
allowance entirely. The proposed diversion would not
have involved any additional expenditures, as the material
from same would have made the adjacent fill. An
objection was raised, that the water would have been shut
off from the settler north of the road, who used his land
for pasture. A remedy could have been easily provided
by placing a 15" pipe at the bottom end of the stream
(Point A) and another 15" pipe about 3 feet above the
lower end (Point B), thereby creating a reservoir for the
landowner and supplying him with more water, than he
ever had before, as at the time of my inspection — about
July — the creek was dry. The total expenditure for
pipes in this connection should have been about 120
dollars, as against 700 dollars actually spent.
Time after time a councillor will insist on opening
up a market road on the road allowance, where topography
would only permit the construction of a fairly good pack
trail. After spending considerable time and money on
this impossible problem, it is eventually abandoned and
a road diversion substituted. But on the other hand
there are numerous instances, where the road should have
been kept on the road allowance but a diversion made
instead. The councillor seems to dread to have to build
a grade through water, no matter how small a pool he
encounters. The rate-payer's horseflesh is likely un-
willing to tackle this moist problem. This consideration
of having to do the work by day labor calls often for
execution against all proper rules of earthwork con-
struction. As already pointed out by me at out Saskatoon
meeting: "As long as we do not abolish day-labor, as
long we shall cause the taxpayer's money to be wasted
without providing roads." A large number of munici-
palities are already doing contract work, though in most
cases the work is laid out by the contractor himself and
measured by the councillor with results far from correct
and satsifactory.
/r/vr, /// la*ot+S.
Most sins are however committed in connection
with bridges and culverts. It is nearly criminal how
little consideration is paid to the required size of the
opening. We find streams in which originally only a 12"
pipe was placed, because it might have happened to have
been on hand. Let the next man take care of it is often
the rule. In the spring after that a 48" pipe was placed
on top of it, the year after another large pipe was put in
a couple of hundred feet away at a place over which
the spring flow had gone, because as very often happens
the fill at the bridge or culvert is considerably higher than
the rest of the grade. Creek diversions or corrections are
mostly unknown. No matter how little work is necessary
to straighten a run so as to bring it at right angles to the
road and save length of structure and damage to the fill,
invariably the culvert or bridge are placed at an angle.
Some of our roadbuilders got so used to this way of placing
pipes or boxes, that I found several cases where pipes in
sloughs had been placed at an angle without any reason
whatsoever.
For structural errors let me call your attention
to the simplest possible instance, the small wooden
box, which you see on my sketch No. 4. The
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
13
top is nearly always placed at right angles to the road.
Taking a 12" plank of 3" stuff (the dimension which
should be recommended for this class of work) a maximum
width of only 6 inches can be obtained this way. Where
an increased width was necessary, the roadbuilder tried
to overcome the difficulty by nailing strips across the top.
I looked at a newly built culvert placed about two
weeks prior to my inspection. The same was already
half full of earth coming in naturally through the large
holes. The most natural solution would be to lay the top
of bottom pieces parallel to the road, enabling the use of
a span up to about 20 inches without any bottom support,
besides meaning a considerable saving in maintenance,
by having to renew only the few short pieces generally
worn in the line of the rut.
But when it comes to larger culverts and bridges,
it is certainly astonishing what structures a lay-mind
will produce in this connection. Our Highwgy Depart-
ment has prepared a set of standard plans, covering various
Mass* vj>»W>^tf^ »^*««'^
y v r,i ,Mj Ab ?<&™*#>~B~r*-
4
V,
VBBZZm
rpTj
~M
were some old Cyclopean walls, if I had not been assured
that they were built in our generation. One type of
structure we should recommend however, which is more
permanent, easily built and maintained if properly
designed and constructed, that is culverts and small
bridges with concrete abutments and timber deck, which
concrete abutments should only be recommended when
there is no sign of alkali in the soil. Any carpenter
can make the necessary forms for the abutments. In
the last few years this type of structure is gaining
popularity, but again the layman makes gross errors,
mainly putting in a centre supporting pier, when his
stringers would have carried the entire length between
abutments, bedding his wooden stringers solid in the
concrete, keeping his abutments straight, never thinking
of reinforcements, not providing enough foundation
area, etc. I saw even concrete abutments resting on
a pile of fairly large, but loose boulders over two feet
high above the ground.
I could enlarge upon this subject ad libitum, but think
it is time to summarize some of my statements.
Firstly: The executive organization of our rural
municipalities especially as far as the road planning,
construction and maintenance are concerned should be
placed on a more permanent basis. It should further be
more centralized than the divisional work is at present.
The rural municipality is a small enough unit !
Secondly : Road engineering is a recognized branch
of our great profession, requiring considerable training
and education. Why let the ratepayer's money be
wasted by amateur attempts at road-building. Make it
independent of local petty politics and put it in the hands
of an engineer Many councillors in rural municipalities
agree with the engineer most heartily in this respect.
openings and though — especially their plan for wooden
bridges — is not entirely above criticism, yet, if their
standards were adhered to, some useful structures might
result. The necessity for mudsills, the importance of
obstructing the watercourse as little as possible, the fact
that wood will not stick together by mere friction, the
building of the structure with a view for easy inspection
and maintenance are nearly always overlooked. I could
cite numerous examples of not only faulty construction,
but of actual waste of monies spent for this purpose by
building culverts and bridges entirely unfit to serve
their purpose and which will require a very early renewal,
besides calling for continuous maintenance expenditures.
Even the lack of expert inspection of bridges and culverts
built in the past by the municipalities or the government
will necessitate early renewals where a comparatively
small sum spent at present might prolong the life of the
structure considerably.
Several municipalities have experimented in the past
with concrete structures. I found archculverts the gene-
rous dimensions of which would have made me think they
Thirdly : Make the position of reeve and councillor
more attractive, especially in reimbursing them more
adequately for the time spent on their public duties, of
which the superintendence of the road- work, as at present,
is the most strenuous. You will receive more cheerful
attention and less resignations.
Fourthly: Abolish the entirely unsatisfactory day-
labor system by substituting contract work
In conclusion I might state, that it was my aim in
this paper to show the fallacy of our present system in
letting the rural councils, with their continuous change in
policy and composed mostly of lay men in our profession,
handle the important problem of providing rural roads.
I hope that our road-committee and more especially our
representative on the road-committee of western branches
of our Institute will work out some organization in this
respect to be embodied in our Highway Act.
If my modest contribution has furnished even one
of the small pebbles of the future foundation of this
structure, I shall be more than satisfied with my work in
this connection.
14
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
Doubly Reinforced Beams
By E. G. W. Montgomery, A.M.E.I.C., Saskatchewan Branch.
There is at present no simple method of analysis
by which the requisite section of a doubly reinforced
concrete beam can be determined, and it has occurred to
the writer that a method used by him might prove of
use to others.
If the position of the centre of compression in a
concrete section, having compression reinforcement, be
known, the analysis of such a section is simple. The
obvious thing therefore is to know where the centre of
compression falls.
The figure shows the compression area of a beam
having steel in compression. If the centre of gravity of
the steel be placed at § kd above the neutral axis, the
centre of compression will also lie at that height. For
the height of the Centre of Compression above the N.A. =
b (kd) 3 +nSc (2 kd) 2
3 3 _2^
3
b(kd) 2 +nSc(2_kd)
2 3
kd
, b .
Sc =pbd -^
* T
N
2
I "
2
kd
T
kd
N.A
By thus placing the compression steel, the length of
the couple arm is the same as for beams with single
reinforcement, and the percentages of compression and
tension reinforcement are easily determined for any
given working stresses.
Consider stresses of 600 and 15,000 with n = 15.
Ht. of section above N.A. nfc _ 600 x 15 _ 3
Depth of section below N.A. " Is" ~ 15,000 = ~5~
Distance of compression steel from N.A. _ 2
Distance of tension steel from N.A. ~ 5
Sc *>
.'.cr = f» ty being the excess steel in tension required to
balance the steel in compression.
The percentage value of St (ordinary tension
reinforcement) required for the given stresses =
kfc 3 600
2fs
_3_
~~ 8 x 30000
.0075
and the total tension reinforcement required viz.,
S T = St + Sti
If now any percentage value, say, .0075, be assigned toSc
then
Stj % = \ Sc% - .003%; and S T %= (.0075 + .003)% =
.0105%.
It is known, and will appear from a preceding result,
that, k
the data required,
§ and
7
j = q and as this completes all
B.M. -S T x 15000 x j d
.0105 bdx 15000x-' d
o
d = 0.0852 \/
B.M.
This determines the concrete section and the areas
of tension and compression steel required are obtained
from percentages above stated.
The reader will notice that the values fork, j, and St
are the same as for beams having tension reinforcement
only; while the value for Sj varies with the choice of a
value for Sc as does the equation to d. It is therefore,
a matter of current practice as to what percentage value
shall be assigned to Sc and therefore as to what the
equation to d shall be. The writer's purpose is only to
show how simply, percentage values and an equation to
d (or b) can be obtained, for any assigned stresses.
It might be urged against this method that it sets
the compression steel too low in the section and is there-
fore extravagant. Such an objection would be debatable,
but it can be met by showing that the centre of compres-
sion can be set at any point in a section and percentage
values and an equation to d be derived therefor.
The figure shows the compression area of a beam
containing steel.
Sc =pbd-
rd,
6
^
X?
N.A
If k denotes the depth of concrete in compression, and
the modular ratio is assumed to be 15, and if rd x _ J en 4.t.
to centre of compression, it can be shown that k 2 = ' "
k-d
3^-x QOpdxCrdx
k (1-1)
■di). Then if d x = -^ k and rdi
"16 k ' k2
k(l-
-15
16
x 90 pd x k_
16
135 pd
2
For any given stresses k (the usual kd) is known in
terms of d. Thus for stresses of 600 and 15000 in concrete
and steel respectively k = 5 d .-. ^ d = — ^ —
/. p (percentage value of Sc) = .0055; like value for
Sti = ?xgx.0055= .0025/. percentage value for S T = .0075
+ .0025 = .01.
• fi 5 3
= .883 and d
.0869 >/
B.M.
In conclusion it might be said that doubly reinforced
T beams can be as simply analysed as rectangular beams.
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
15
THE JOURNAL OF
THE ENGINEERING INSTITUTE
OF CANADA
Board of Management
President
H. H. VAUGHAN
Vice-President
J. M. R. FAIRBAIRN
Councillors
ERNEST BROWN WALTER J. FRANCIS
R. A. ROSS
H. R. SAFFORD ARTHUR SURVEYER
Editor and Manager
FRASER S. KEITH
Associate Editors
C. M. ARNOLD Calgary
FREDERICK B. BROWN Montreal
J. B. CHALLIES Ottawa
A. R. CROOKSHANK St. John
A. G. DALZELL Vancouver
J. N. deSTEIN Regina
GEO. L.GUY Winnipeg
R. J. GIBB Edmonton
GEO. HOGARTH Toronto
J. A. BUTEAU Quebec
J. B. HOLDCROFT Victoria
K. H. SMITH Halifax
H. B. DWIGHT Hamilton
Vol. II. January 1919
No. 1
Jlineteen 2£unbreb anb Jlineteen opens a neto
pear on the calenbar, a neto epoch in tfjc historp of the
toorlb anb a neto hope in the hearts of manfeinb. Un
this neto era totoarbs tohich toe look fortoarb toil!)
confibence, let us resolbe that as members of a great
profession, toe toil! bo all in our potoer to bring the
profession to its rightful exalteb position.
JHap the members of this institute enjop buring
tfje coming pear, a periob of blessing greater than anp
in the past, toith health, happiness anb prosperitp in
full measure.
Annual General Meeting
Remember the dates of the Annual General
Meeting and the General Professional Meeting. On
January 28th, the Annual Meeting will be held in
Montreal, at which time auditors will be appointed
and scrutineers named to count the ballots, after
which adjournment will take place to meet at the
Chateau Laurier, Ottawa, on February 11th. The
General Professional Meeting will continue February
12th and 13th.
Canada's Need
Under the above heading, Julian C. Smith, M.E.I.C.,
member of Council, whose established position places
him in a position of authority, has written a
symposium of the situation in Canada in relation to re-
quirements for the future. After speaking of the heavy
debt, he outlines what it is desirable to accomplish, as
follows : —
1. We desire that all the industries of this country
as nearly as may be, shall operate successfully, and that
all workers in Canada shall have work to do, and proper
recompense therefor.
2. We desire to accomplish the first item without
increasing the burden of our own country, and passing
along a greater debt to our successors.
3. In order to accomplish the two conditions above,
we desire that the taxation levied by the Dominion,
Provincial and Municipal Governments shall be kept to
the minimum requirements, and yet shall be sufficient so
that proper sinking funds may be established to the end
that within a reasonable time the debts which have
accrued may be substantially reduced.
4. The above points all resolve themselves into the
problem of increasing the available wealth of this country
as rapidly as possible.
Following a discussion of the question of increasing
wealth by economy, he states that the most important
increase of wealth is by means of agriculture which
should be increased in every way possible. Mining also
should be developed with a view to encouraging the pro-
duction of minerals so that the burden of mining companies
may be kept within reasonable bounds.
This would lead to an increase of the export and the
sale of mineral products. The policy should be pursued
and the encouragement of such industries as that of
paper and pulp and the development of water power.
In connection with this important matter Mr. Smith says:
Canada is fortunate in possessing a large number
of valuable waterpowers. It is unfortunate in possessing
apparently a large number of people who are anxious
to prevent the development of these waterpowers.
Although in the muck-raking literature of the last
ten years, the development of waterpowers has come in
for an undue share of attention, few people realize that
after all some 90 per cent of the total amount of power
utilized on the continent of North America is developed
from coal by means of steam plants, and that only about
10 per cent is developed from waterpower.
16
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
This overwhelming use of steam power, as against
waterpower, is due altogether to the economic reason
that it was cheaper to put in the steam plants and operate
them, than to develop waterpowers under the conditions
surrounding the development of these waterpowers.
Waterpowers have important uses. The principal
economic use of waterpowers to-day is to serve these in-
dustrial purposes where the load is practically continuous.
Such loads include the grinding of wood pulp, the operation
of large industrial plants which operate continuously, and
principally the operation of electric furnaces where, com-
bined with the continuous use of power, is to be had a
further advantage in the high temperature of the electric
arc.
Canada is similar to some other northern countries,
such as Norway, in having waterpowers. The coal which
Canada possesses is limited and located in the extreme
East and West of the country, so that the expense of
getting the coal is now, and probably will be higher than in
countries like England and the United States. It is there-
fore essential that the waterpowers be utilized to the
maximum extent possible, so as to decrease the amount
of coal which is purchased from abroad. By using one
of our own resources instead of buying the material
outside the country, a distinct economic gain accrues,
always provided that the expenditure for the waterpower
itself, the method of development etc., are undertaken and
carried through in such a fashion that there really be a
saving by its operation.
The total amount of energy used for lighting purposes,
and for the small user, that is the home user or the minor
factory, does not exceed 25 per cent of the total energy
developed for electric power purposes. The other 75 per
cent is used for industrial purposes by a relatively small
number of consumers, namely — the capitalists who have
been held in such scorn.
The Dominion of Canada, and particularly the
Province of Quebec, has a great opportunity in the next
few years of establishing a vast series of waterpower
developments. Such developments will lead to the
investment of large amounts of money, the employment
of many men during the construction period, and the esta-
blishment of huge industries to use the electric power
when developed.
With the creation of these industries will come the
ability to export from this country the products made with
electric power; and we will thus be turning into money
natural resources which are now being wasted, and
bringing that money back into this country to add to our
wealth.
From this brief summary of the conditions which are
going to face us, it seems obvious that those natural
resources which exist in this country should not be kept
for our distant successors. We will find the natural
conditions such, that however great may be our haste,
the development of our resources must take much time,
so that we need not worry over their too rapid exhaustions.
We have in Canada the best sources of wealth in
the shipping of our agricultural products, our mining
products, and the possibility of obtaining products from
our waterpowers. We are rich in potential things, and
we must convert these potentialities into actualities.
A policy of expansion and development of such resources
must be carried out, and it must be recognized that in
order to carry out such a policy, the promoters of the
desired enterprises must be granted proper compensation
for their efforts. The cry for conservation of our
resources which one has heard so much for the last few
years, should be toned down, until it means for the
greatest benefit of Canada, an immediate development of
all of our available resources so that we can become more
powerful, more wealthy and pay the debts we have
incurred.
Canada's Maps Catalogued
Engineers will learn with interest that a catalogue
of maps has been published by the Geographic Board
of Canada by which it is possible to tell at a glance
whether a certain area of the Dominion has been mapped,
what the maps of this area are and by whom published.
A map is the representation of surveys; usually, it
originates in a survey department. The survey may be
an elaborate topographical survey or a more or less
superficial one; hence there are maps of many different
kinds.
In Great Britain, a detailed topographical survey of
the whole country has been executed by one organization,
the Ordnance Survey. The results are published in a
few series of maps, each series on a suitable scale. It is
a simple matter to select any sheets of a series that may
be required for any particular purpose; these sheets give
all the information that can be looked for in a topogra-
phical map, and so there is no need to search elsewhere
for anything better. The same work is carried out in
France by the Service Geographique de l'Armee, an
organization corresponding to the Ordnance Survey of
Great Britain. Italy, Austria, Germany and other
European countries have similar organizations and publish
regular series of topographical maps.
A small beginning has been made in Canada but only
a few topographical sheets have been issued and they
include but a very small portion of the Dominion. With
this exception, the maps available, where there are any,
are more or less rudimentary. For the outlying regions,
rough exploratory maps are the only ones in existence.
Many government organizations are engaged in
mapping. The federal services who are executing surveys
for that purpose are the Geological Survey, the Topogra-
phical Surveys (Surveyor General's), the Hydrographic
Survey and the Military Survey. The Geological Survey
has the greatest number of maps to its credit ; our know-
ledge of the geography of the outlying portions of the
Dominion is almost entirely due to its explorers. The
Surveyor General comes next; the sectional maps issued
by his office cover the western provinces with the exception
of British Columbia, and his publications include many
topographical and other maps. Charts of the sea coasts
and inland navigable waters are issued by the Hydro-
grapher. The Military Survey is a topographical survey;
some sheets in Ontario and Quebec have been completed.
The lands and mines departments of the several
provinces are also making surveys and issuing maps The
British Admiralty, the U.S. Coast and Geodetic Survey,
the U.S. Hydrographic Office, the U.S. Lake Survey, the
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
17
French Service Hydrographique, are publishing charts
which include parts of Canada. Other maps of Canada
are found in the bulletins or journals of geographical
societies and in books of travel and exploration.
After their publication by the survey organizations,
the maps are frequently copied, re-arranged, compiled,
or put in a different shape, by other services or editors
of geographical publications. Some of these compilations
may be the work of persons unskilled in surveying and
may actually be misleading.
Among such a multiplicity of maps and variety of
origin, it was somewhat difficult for anyone but an expert
to ascertain what maps of any particular region or locality
had been published, and where they could be obtained.
This difficulty is removed by the " Catalogue of the
Maps in the Collection of the Geographic Board."
The nature of the work of the Geographic Board
requires as large and comprehensive a collection of maps
of Canada as can be obtained. The collection, which
on the 1st January, 1918, consisted of 1258 maps, may be
considered as fairly complete. With few exceptions, it
includes all the important maps issued during the last
fifty years and many earlier ones. Generally, plans on
a scale greater than one mile to the inch have been left
out but a few were included for special reasons.
A graphical index of eleven sheets accompanies the
list of maps. The outlines of each map are shown in
blue on the index sheet, the catalogue number of the
map being inserted in the upper right hand corner.
The catalogue is divided into five parts, the first
one, " Dominion," containing all maps of more than
400 miles in length or breadth; these are shown on sheet
No. 1 of the index. The other parts are Maritime
Provinces, — Quebec, Ontario, Manitoba, Saskatchewan,
Alberta and the Northwest Territories, — British Columbia
and Yukon. Any map less than 400 miles in extent is
outlined on the index sheet, or one of the index sheets of
the province in which the greater part of the map lies;
generally it is not shown on the sheet of the adjoining
province.
Copies of the Catalogue can be obtained from the
Secretary of the Geographic Board of Canada, Royal
Bank Building, Ottawa.
New Certificates
Many corporate members who have been elected
within the past nine months have been wondering why
they have not received their certificates of membership.
The delay has been due to the fact that a new certificate
has been under consideration and was given final approval
at the meeting of Council on December 17th. It is
intended that the certificates will be prepared as soon as
possible and forwarded to those who have been elected
since the change of the name has been effected.
A number of inquiries have been received regarding
changing the old certificate, and this question will rest
entirely with the members. All who desire, may receive
one of the new certificates by paying the regular rate.
Institute Fraternity
On December 4th, a letter was forwarded by the
Council of The Institute to the Council of the American
Society of Civil Engineers, which is reproduced below
and a similar letter to the Councils of the American
Institute of Electrical Engineers, American Institute of
Mining Engineers and the Institution of Civil Engineers
of Great Britain. As the American Society of Mechanical
Engineers was holding its Annual Meeting at that time,
a telegram of good will was forwarded which was read
at one of the sessions and received with enthusiasm. The
letters in question were as follows :
Gentlemen: —
Taking advantage of the occasion offered by the signing of the
armistice terms imposed by the Allies and the United States, we desire
to extend to the Council and Members of the American Society of Civil
Engineers, our cordial greetings of felicitation and good will.
It is with unusual satisfaction that we find ourselves banded
together in having helped to achieve a common purpose. Members of
our respective organizations have played no small part in the world
events, which, we believe, should lead to a greater recognition of the
part the engineer plays in the world's development.
Assuring you of our highest regard and cordial good will and
expressing the hope that in our common aim to work for the elevation
of the engineering profession we may be drawn closer together in our
mutual endeavours.
On behalf of the Council of
The Engineering Institute of Canada,
Yours faithfully,
Fraser S. Keith,
Secretary.
Replies to this letter show how cordial is the feeling
which exists between ourselves and our sister engineering
societies in the United States. Quite recently the question
has come up of closer co-operation between the two
branches of the American societies, which have been
established in Canada and ourselves, leading to affiliation
or amalgamation, which has been discussed but as there
is nothing in our By-Laws which will enable us to admit
corporate members, except inasmuch as the individual
is qualified, it is not possible to adopt such a procedure.
In the new By-Laws the Branches have power to establish
sections representing the main divisions of engineering
and through these sections a member interested in any
particular line may receive the greatest benefit. The
suggestion has been received that members of other
engineering societies in good standing be admitted with
a lower entrance fee.
The Presidents and Secretaries of all our sister
societies have been invited to attend our Annual General
Meeting and it is expected that several will accept the
invitation. Already the President of the American
Institute of Electrical Engineers, Comfort A. Adams,
has intimated that he will be in attendance, and also
Alfred D. Flinn, Secretary of the Engineering Council.
The attendance of men prominent in other societies will
give an opportunity of discussing matters of mutual
interest.
The following letter has been received from the Sec-
retary of the American Institute of Electrical Engineers:
Dear Sir: —
Your communication of December 4th was presented to the
Board of Directors of this Institute at a meeting held in Philadelphia,
December 13th.
18
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
The Board directed me to convey to you its sincere appreciation
of the sentiments expressed in your letter, which are heartily recip-
rocated, and to advise you that this Institute is in full accord with
your organization in the belief that the coming economic, social, and
technical developments impose obligations upon and afford opportu-
nities to the engineering profession which demand the close co-operation
of all engineering societies.
This Institute will be glad at all times to work with your organiza-
tion of our brother engineers in Canada in the interests of the entire
profession.
Very truly yours,
F. L. Hutchinson, Secretary.
American Institute of Electrical Engineers.
Branches Memorialize Government
On December 18th a deputation representing the
Ottawa, Hamilton and Toronto Branches, in all fifteen
members of The Institute, presented a memorial to the
Honourable the Provincial Secretary of Ontario, which
included the recommendations made by the Committee
on Sewage Disposal of the Toronto Branch consisting
of Professor Peter Gillespie, Fred A. Dallyn, William R.
Worthington, Irving H. Nevitt and Willis Chipman.
The report forwarded by the chairman of the Committee,
Willis Chipman, to Geo. Hogarth, Secretary of the Toronto
Branch, and which constituted the memorial to the
Provincial Secretary, is as follows:
Dear Sir: —
The committee appointed by the Toronto Branch re Sewage
Disposal has held five meetings since September last, at which many
questions connected with Sewage Disposal were discussed and
considered, and at a final meeting held on the 14th instant, it was
decided to submit the following recommendations to the Branch for
submission to the Parent Institute: — ■
1. That the Provincial Public Health Acts of the different
provinces should provide that two or more members of each Provincial
Board of Health shall be engineers and corporate members of The
Engineering Institute of Canada.
2. That the Provincial Public Health Acts should provide that
all reports, plans, etc., respecting schemes for sanitation and sewage
disposal required to be filed by Provincial authorities, shall be prepared,
signed and submitted by an engineer, a corporate member of The
Engineering Institute of Canada.
3. That Dominion Legislation should be enacted respecting the
pollution of International and Inter-Provincial Waters, and that
Provincial Legislation in the different Provinces respecting stream
pollution be made uniform as far as practicable.
4. That the Public Health Acts of each Province should give to
the Provincial Boards of Health some measure of control over the
operation of municipal water purification plants and sewage disposal
works.
5. That all Provincial Public Health Acts should stipulate that
no municipality can submit to the votes of the electors any by-law
providing for the raising of money for the construction, alteration or
extension of any water works system or water purification works, or
of any sewage system or sewage disposal works, without having had
the approval of the Provincial Board of Health, based on plans, reports
and designs submitted by engineers.
6. That the keeping of accurate and up-to-date records of all
extensions and services added to sewer and waterworks systems, should
be required of municipalities by the Provincial Board of Health.
Where municipalities have no system of their own for keeping such
records the adoption of a method endorsed by the Provincial Board
might be insisted upon.
7. That where Provincial Boards of Health maintain laboratories
for the investigation of problems in public sanitation, such laboratories
might, under reasonable conditions, and with much advantage to the
country, the engineering profession and the Boards themselves, be
placed at the disposal of this Institute and through it, of its members who
have problems in municipal sanitation for which they desire solutions
The Provincial Secretary promised full consideration
by his colleagues of the memorial as presented by the
Ontario Branches. The action of the Branches in this
connection is worthy of the highest praise as it is by such
public spirited action that a better appreciation of the
profession is to be obtained.
Salaries of Engineers
Correspondence on this subject, published in this
and previous issues of The Journal, shows how acute is
the feeling respecting remuneration being received by
engineers, particularly those employed in the Government
service. In many cases salaries received by men doing
responsible engineering work have been distressingly
low, so much so in some cases, as to be an affront to the
profession.
For many years members of our profession, of whom
C. E. W. Dodwell, M.E.I.C, of Halifax, is noteworthy,
have made earnest efforts to the end that engineers in
the Government service should receive recognition as
such, and not as clerks, the accomplishment of which
would not only give a standing to the engineer in his
technical capacity, but would also increase his monetary
reward. A number of years ago a bill was submitted to
the then Prime Minister, Sir Wilfrid Laurier, by a
committee of this organization, and the promises made at
that time led members of The Institute to believe that
an Act would be passed placing engineers in the
Government employment on a proper basis. Shortly
after, the Government experienced difficulties and went
out of power. In 1917 the question was revived and a
strong committee of men in the civil service was appointed
to go into the subject thoroughly and make recommenda-
tions which would raise the standard of the engineer in
the civil service. At that time the hearty co-operation of
Council was promised and given. However a change
made by the Government in appointing a Civil Service
Commission, designed to remove all appointments from the
realm of politics, has presented a further opportunity
for the engineer to receive recognition. A strong
committee of the Council has been appointed, consisting
of W. F. Tye, chairman, President H. H. Vaughan and
President-elect, Lieut.-Col. R. W. Leonard, to represent
The Institute in securing more adequate recognition and
remuneration from the Government for engineers. This
committee has made an appointment with the Civil
Service Commission, at which time its members will, no
doubt, prove to the Commission that the standard of
reward for the technical men in the Government service
should be raised by a very considerable amount. In meeting
the representatives of The Institute the Commission has
shown a willingness to be educated in this connection,
and the education they will receive from the committee
will work to the advantage of every engineer employed
in the Government.
In the reclassification that will take place shortly
it is expected that a very substantial increase will be
accorded to engineers in the Civil Service.
Legislation Situation
Nearly every branch of The Institute has had this
important subject under discussion during the past two
months. A resume of the situation throughout Canada
from the viewpoints of the various branches will be
published in the February issue of The Journal.
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
19
Programme of Meetings
At the time of going to press a complete programme
of the Annual Meeting and the General Professional
Meeting is not available. Below is published a tentative pro-
gramme for Tuesday, Wednesday, and Thursday, February
11th, 12th and 13th, forwarded by the Secretary of the
Professional Meeting Committee, G. Blanchard Dodge,
M.E.I.C.
Tuesday
Morning, 10 a.m.
Luncheon and
Addresses
Afternoon,
4 p.m.
Evening
Morning
Luncheon and
Address
Afternoon
Evening
Morning
Luncheon and
short address
President Vaughan, presiding.
Business session.
His Excellency, the Duke of Devon-
shire, Hon. M.E.I.C.
C. A. Adams, President, A. I.E.E.
A. D. Flinn, Secretary, United En-
gineering Council on International
Engineering Affiliation.
Business session.
President's Address (invitations)
Informal dinner and smoker.
Wednesday
Unfinished business of annual meeting
(if any).
" Standards in Engineering," by Capt.
R. J. Durley, M.E.I.C.
' 'Soldiers Re-establishment , " by Major
Anthes.
"The Development and Future of
Aviation in Canada," by M. R.
Riddell, Chief Engineer, Canadian
Aeroplanes Ltd.
Dr. Ira N. Hollis, representing
American Society of Mechanical
Engineers.
National Highways and Good
Roads, by J. Duchastel, M.E.I.C.
Hon. President, Canadian Good
Roads Association.
Frazil, by R. N. Wilson, M.E.I.C.
Chief Engineer, Montreal Light,
Heat & Power Company, Ltd.
Standard Datum Planes in
Canada, by W. Bell Dawson,
M.E.I.C., Supt. of Tidal Survey,
Department of Naval Service.
Formal gathering.
Reception by President: Ladies,
Music, Refreshments, Dancing.
Thursday
(1) Topical discussion on the Econ-
omics of Railway Electrification,
opened by John Murphy, M.E.I.C,
Dept. of Railways and Canals, and
Railway Commission.
(2) Mining and Metallurgy of Cobalt
Silver Ore, by Lt.-Col. R. W.
Leonard, M.E.I.C. President,
Coniagas Mines.
by Hon. F. B. Carvell, Minister of
Public Works, to be followed by a
visit to the New Parliament Build-
ings, Ladies.
4.30 p.m. Motion Pictures, by B. E. Norrish,
A.M.E.I.C.
Luncheon — Tuesday 11.00 - 1.00 p.m., at Chateau Laurier*
Complimentary tickets to visiting members.
Informal Dinner and Smoker —
Tickets $2.50, to be obtained on registering.
Luncheon — Wednesday and Thursday, Feb. 12th and
13th, 1.00 p.m., at Chateau Laurier. Tickets $1.00
to be obtained on registering.
In connection with the arrangements for hotel
accommodation which may constitute somewhat of a
problem, visiting members are earnestly requested _ to
make their own arrangements, concerning which mention
was made in the December Journal. If when arranging
for reservations a copy of the letter is also forwarded to
G. Blanchard Dodge, M.E.I.C, Topographical Surveys.
Department of the Interior, Ottawa, the Reception
Committee will assist in securing reservations.
REPORT OF COUNCIL MEETINGS
Special Meeting
A special meeting of the Council was held at head-
quarters on Tuesday evening, December 3rd, at 8.15 P.M.,
at the call of the President, to discuss an urgent request
received from the Saskatchewan Branch, that approval
be given for the submission of an Act to the Saskatchewan
Legislature, immediately.
The Secretary presented a draft just received from
the Saskatchewan Branch which was presumed to be
similar to the one submitted by Council to the Branch.
It was found, however, to contain radical points of
difference.
The minutes of the meeting of a special committee
of The Institute and the Canadian Mining Institute were
read, in which it was pointed out that as far as the draft
Act regarding legislation published in the November
issue of The Journal was concerned, it did not contain
any points that could be classed as objectionable by the
Mining Institute, from the viewpoint of working to the
disadvantage of its members. This meeting further
recommended that legislation should have the careful
consideration and approval of the majority of the
Canadian engineers before being enacted. The members
of the Mining Institute would recommend to their Council
that legislation be opposed until it had more mature
consideration but that the Mining Institute would co-
operate with The Engineering Institute towards securing
legislation.
After general discussion it was decided that Council
had no power to authorize the Saskatchewan Branch to
proceed to secure legislation, as such an important matter
should be laid before the entire membership. The
Secretary was instructed to send a nightlettergram to the
Saskatchewan Branch as follows: —
" At a special meeting of Council held at your
request I was instructed to advise the Saskatchewan
Branch that it does not lie within the power of the
Council to approve an act for submission to a
legislature without the mandate of the membership
at large. My communication of October second
was intended to convey to your Branch that Council
20
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
is sympathetic towards the endeavours of your
Branch to draft suitable legislation and would assist
in framing and submitting a suitable Act for the
consideration of the membership. The action of
other Branches in submitting to the Council drafts
of proposed Acts and discussion of the general
question subsequent to the submission of your
first draft, strengthen the feeling of Council that
action should be deferred until all the Branches have
had an opportunity of expressing their views."
Regular Monthly Meeting
The regular monthly meeting of the Council was held
at headquarters on Tuesday, December 17th, at 8.15 P.M.
When the minutes of the previous meeting had been
approved the report of the Executive Committee was
presented and their recommendations approved as follows :
Co-operation for National Reconstruction: It was
decided, in view of the letters received from the Toronto
and Ottawa Branches, that meetings be held by all the
Branches to obtain expression of opinions and suggestions
from Branch members in regard to the co-operation of
The Institute for national reconstruction.
Legislation: Correspondence from various Branches,
giving their opinions regarding legislation was noted, it
being intended, when the view points of all the Branches
are received to publish same in The Journal.
Co-operation with the Canadian Branches of the A.I.E.E.
and the A.S.M.E.: A letter was received from Professor
Peter Gillespie of Toronto, suggesting co-operation with
the American Institute of Electrical Engineers and the
American Society of Mechanical Engineers. A lengthy
discussion took place and it was decided that there was
no way in which the Toronto Branch of the American
Institute of Electrical Engineers or the Ontario Branch
of the American Society of Mechanical Engineers could
be affiliated. A committee, consisting of Walter J.
Francis, Julian C. Smith, President H. H. Vaughan and
the Secretary was appointed to meet Mr. Alfred D. Flinn,
when in Ottawa in attendance at the Annual General
Meeting, to discuss the question of The Institute joining
the Engineering Council, at which time the question of
branches in Canada of the United States societies could
be discussed. The Secretary was instructed to commu-
nicate with Mr. Flinn in this connection.
Annual General Meeting: The following replies to
invitations to attend the Annual General Meeting were
presented; C. A. Adams, President, American Institute
of Electrical Engineers, F. L. Hutchinson, Secretary,
American Institute of Electrical Engineers, Bradley
Stoughton, Secretary, American Institute of Mining
Engineers, A. D. Gresham, for President, American
Institute of Mining Engineers, D. B. Dowling, President,
Canadian Mining Institute, H. Mortimer-Lamb, Secretary,
Canadian Mining Institute, C. T. Main, President,
American Society of Mechanical Engineers.
Annual Meeting, A.S.M.E.: Note was made of
the telegram sent to the American Society of Mechanical
Engineers on the occasion of their Annual Meeting as
follows: ' The President and Council of The Engineering
Institute of Canada extend to the Council and members
of the American Society of Mechanical Engineers cordial
good wishes for the success of your Annual Meeting and
express the hope that with the close of the world war we
may be drawn in closer co-operation in our mutual
endeavours for the welfare of the profession " and of
the cordial reply received from Secretary Rice.
Joint Committee of Technical Organizations: The
consideration of Council was asked in connection with a
suggestion received, that the Joint Committee of Technical
Organizations was not worthy of further support or
recognition. It was resolved that the principle of
scattering the energies of the members of the branches
was detrimental to their strength, and, consequently,
further recognition or support of the Joint Committee of
Technical Organizations was withdrawn. The Secretary
was instructed to so advise the branches.
Professional Meeting, Ottawa: The minutes of a
meeting of the Special Professional Meeting Committee
of the Ottawa Branch were received and noted.
Resolution of the Quebec Branch: A resolution
received from the Quebec Branch regarding representation
of the engineering profession on commissions was received
and a copy passed on to Mr. Tye, chairman of a special
committee appointed to look into and recommend regard-
ing the Civil Service Commission.
New Certificates: Approval was given to the revised
certificate which had been previously submitted to
Council and in which Council desired a slight alteration.
It was further confirmed that the title of the certificate
be the form used on the official stationery of The Institute,
and the Secretary was instructed to publish a cut of the
certificate in The Journal and have new certificates
prepared, the Committee to choose the paper upon which
they shall be printed. As to new certificates, it was
decided that they should be issued to any members who
desired them.
Journal Postal Privileges: It was decided, in view
of a report made by the Secretary in regard to his inter-
view with the Post Office authorities, including Dr. R. M.
Coulter, Deputy Post Master General, that a letter be
sent to the members of The Institute requesting
subscriptions to The Journal. The President and the
Secretary were appointed a Committee to draft the letter.
Branch By-Laws: The By-Laws drawn up by the
Special Committee of the Council and a Committee of
the Montreal Branch, were submitted and the Secretary
was instructed to send a copy to each Branch for discussion
and approval.
Co-operation re Civic Development: A letter from
Frederick Wright, Editor of the Canadian Municipal
Journal, asking the co-operation of The Institute in a
movement for civic development, was submitted. Full
approval was given to the proposal and the Secretary
was instructed to advise Mr. Wright that the Council
would be pleased to appoint delegates to attend the
suggested meeting.
Classifications: Classifications were made for a
ballot returnable January 21st, 1919.
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
21
A ballot was canvassed and the following elections
and transfers effected : —
Members
Angus Daniel Campbell, B.A.Sc, M.E. of Cobalt,
Ont. Since 1911 mining engineer of the O'Brien Mine.
George James Jeffrey, of Vancouver, B. C. (Since
deceased). William Frederick McLaren, M.E., of
Hamilton, Ont. With the Westinghouse Company since
190L and since 1905 chief draftsman with the Canadian
Westinghouse Company. Mr. McLaren has seen active
service at the front, being a Captain in the 164th Batt.
C.E.F., during 1916 and 1917. Walter Taylor Moodie,
of Winnipeg, Man. With the Canadian Northern
Railway since 1908. At the present time district
engineer. Harold Allison Russell, of Dartmouth, N.S.
Member of the contracting firm Russell & McAulay.
James Alfred Stairs, of Wayne, Mich. General
superintendent, ordnance department, Harroun Motors
Corporation, Wayne, Mich.
Associate Members
Kenneth Carling Berney, B.Sc, of Hamilton, Ont.
Electrical engineer for Canadian Westinghouse Company
since 1909. Joseph George Cameron, B.Sc, of Finch, Ont.
Since 1917 County roads superintendent and engineer for
the Counties of Stormont, Dundas and Glengarry.
Walter Francis John Cosser, of Schumacher, Ont. At
the present time mechanical superintendent in charge of
plant for the Mclntvre Porcupine Mines. James Simpson
Galletly, B.A.Sc, of Oshawa, Ont. Since 1912 in charge
of parties on Dominion Land Surveys. Harvey Wilfred
Harris, B.Sc. of Winnipeg, Man. Engineer for Thomas
Kelly & Sons, general contractors, of Winnipeg, since
1916. Frederick Innes Ker, B.Sc, of Montreal. Since
1912 chief engineer and general superintendent. Cook
Construction Company. Albert Ernest Kerr, B.A.Sc,
of Hamilton, Ont. Electrical draftsman, Steel Company
of Canada, in complete charge of electrical drafting.
Albert Levvy, of Winnipeg, Man. Managing Director
of the Levvy Electrical Company, Limited, Winnipeg.
Donald Lewis, of New Glasgow, N.S. Since 1915 with
the Nova Scotia Steel & Coal Company. Since 1917 has
occupied the position of chief draftsman. Edwin
Markham, B.C.E., of Regina, Sask. Assistant to
Stewart Young, district surveyor, Highways Department,
Saskatchewan. Emerson Hibbert Morse, of Norwood,
Winnipeg, Man. Draftsman with the GT.P.Ry.,
Winnipeg. Christopher Anthony Newton, of Magnolia,
Maryland. At the present time progress and resident
engineer on construction of water works for the United
States Government chlorine plant, Edgewood Arsenal,
Maryland. Roland Foster Palmer, of Winnipeg, Man.
Member of the firm of Palmer & Hobson. Francis
William Bertram Scholefield, of Winnipeg, Man. With
the J. McDiarmid Company Limited, general contractors,
as chief engineer. William James Stuart, of Vancouver,
B.C. At the present time on active service as lieutenant
with the Third Field Company, Royal Engineers.
Before enlisting he was resident engineer on construction
of permanent pavements and roadways, Vancouver.
Isaac Joseph Tait, of Montreal. Associated with J. T.
Farmer since 1917. Previous to this he was chief engineer
in charge of mechanical equipment for the C.P.R.
Associates
William McNeill, of Vancouver, B. C. Since 1908
assistant general manager of the Western Canada Power
Company. Gerald Steele Roxburgh, B.A.Sc, of
Winnipeg, Man. Since 1905 with Fetherstonhaugh &
Company as Western manager, headquarters, Winnipeg.
Juniors
Henry Donald Holland, B.Sc, of Montreal, superin-
tendent of construction for M. J. Stack, contractor.
Thomas Earl Gordon Sissons, of Montreal. Engineer on
construction for the Abitibi Power & Paper Company,
Iroquois Falls, Ont. Hercules Smart, of Ottawa, Ont.
American Gauge Production representative, Imperial
Ministry of Munitions. Albert William Swan, B.A.Sc,
of Sherbrooke, Que Has been in the production
department of Canadian Ingersoll - Rand Limited,
Sherbrooke, on time-study and kindred work from May
1917 till March 1918, since then he has been in charge
of preparation of all technical publicity for the company.
Transferred from the Class of Associate Member to Member
William Harvey Carson, C.E., of Ottawa, Ont. Since
1913 " district engineer for the Province of Ontario,
Department of Marine, Ottawa. Claude Vernon Johnson,
of Quebec, Que. Since 1914 engineer in charge of
construction and engineering for Joseph Gosselin Limited,
General Contractors & Engineers. George Douglas
Mackie, of Moose Jaw, Sask. (Chairman of the
Saskatchewan Branch, and Member of Council). City
Commissioner, Moose Jaw.
Transferred from the Class of Junior to Associate Member
Seth Wilson Crowell, B.A., of Yarmouth, N.S. Town
Engineer, Yarmouth. Harry Wendell Mahon, B.Sc, of
Great Village, N.S. Since 1917 with the C.C.H.A.
Headquarters, B.E.F., France. Before going overseas
was assistant engineer, Water Power Branch, Department
of the Interior, Halifax. Major Alan Bretell McEwen,
B.Sc, M.C., of Montreal. At the present time principal
assistant to R. S. & W. S. Lea, Montreal. Major McEwen
served with the C.E.F., from 1914 to 1918. Peter Scott,
of Glasgow, Scotland. Since the outbreak of the War,
senior assistant inspector of the munitions areas, Glasgow.
Previously, with the C.P.R. , Eastern Lines. Briton Oliver
Smith, B.Sc, of London, Eng., formerly of Montreal. At
the present time mechanical engineer with Vickers
Limited, England.
Transferred from Class of Student to Junior
Captain John Frederick Harkom, M.C., of Melbourne,
Que. Has been overseas since 1914, with the Royal
Field Artillery, B.E.F., France, in command of the 57th
Medium Trench Mortar Batteries. Joseph Ovila Rolland,
C.E., Ch.E., of Montreal. At the present time chief
analyst, Canadian Explosives Limited, Beloeil, Que.
22
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
BRANCH NEWS
Victoria Branch
J. B. Holdcroft, A.M. E.I. C, Secy.-Treas.
The November meeting of the Victoria Branch was
held on the 25th inst. with a representative attendance
of members, and nominations were received for officers to
guide the destinies of the Branch during the coming
year. Every position brought forward enough applicants
to necessitate a ballot, except that of Secretary, to which
J. B. Holdcroft, A.M.E.I.C, will be elected by acclama-
tion.
A resolution was passed that the Branch volunteer
to co-operate with the local Government representatives
and authorities, in the work of returning demobilized
soldiers to civilian life and fitting disabled men for
employment. The committee appointed to report on
this matter promptly proceeded to interview Major
Livingstone, vocational officer, with most satisfactory
results, which will be presented to the Branch at next
meeting.
It was suggested that the Council at Montreal take
similar action by offering the support of our Institute, as
a national body, in this most important problem, to the
Cabinet at Ottawa; also that each Branch take similar
steps with the local authorities in charge of this work.
Further, the question of public works to provide employ-
ment and develope the country should be taken up by
our Institute without delay, and on sound scientific lines.
The annual meeting of the Victoria Branch, of The
Engineering Institute of Canada, was held on the 11th
inst., the principal business of the evening being the
election of officers for the ensuing year.
The following were elected: — Chairman, W. Young;
Vice Chairman, R. A. Bainbridge; Treasurer, E. Davis;
Secretary, J. B. Holdcroft; Executive, W. Everall and
N. A. Yarrow. These, with Messrs. D. O. Lewis and
R. W. Maclntyre, past chairmen, form the executive
committee. Auditors, F. Knewstubb and W. Stokes.
Following the taking of the chair by Mr. Young a
hearty vote of thanks was tendered the retiring chairman,
Mr. R. W. Macintyre, and general appreciation was
expressed for his untiring efforts towards the furtherance
of the interests of the profession as a whole, and of the
Victoria branch in particular.
Among other new business which will engage the
attention of the branch during the coming year is the
problem of the returning soldiers and the provision of
sufficient and suitable employment and training. A
discussion was opened on this subject, and it is hoped that
the branch, by suggestion and influence, may be able to
take a useful part in the work of re-establishing our
soldiers in civilian life.
Toronto Branch
W. S. Harvey, A.M.E.I.C, Secy.-Treas.
On Tuesday, December 3rd, a well attended meeting
of the Branch was held in the Chemistry and Mining
Building of the University of Toronto, when H. K.
Wicksteed, M.E.I.C., gave an interesting illustrated
address on the Montreal Tunnel from an Economic Point
of View. This paper is published in another part of The
Journal.
On Tuesday, December 10th, C. H. Rust, M.E.I.C,
gave a paper on the Water Supply of the City of Victoria,
B.C., which was illustrated and which was enjoyed by
the members present. This paper will be published in
a future issue of The Journal.
Minutes of an open meeting of the Branch held at
the Institute's Rooms, Engineers Club, at 8 p. m., Tuesday,
December 17th, 1918.
The meeting was called to canvass the ballot for the
election of members for the 1919 Executive.
The meeting was called to order at 8.15 p. m., with
G. A. McCarthy in the Chair.
The scrutineers appointed by the meeting to canvass
the ballot were Geo. Clark, R. E. W. Hagarty and
A. F. Stewart.
While the scrutineers were preparing their report a
discussion was entered into by the members present
regarding a copy of a communication issued by the Civil
Service Commission of Canada and dated November 21st,
1918, regarding an opening for a position as assistant
engineer on the staff of the British Columbia Hydro-
metric Survey at a salary of $1,500.00 per annum. The
discussion was very lively and Messrs. Proctor, Hewson,
Cross, Goedike, Phelps and Hogarth took part in it.
The scrutineers reported that the following members
were elected to office for 1919 by the ballot just received: —
Chairman, A. H. Harkness; Secretary, W. S. Harvey;
Committee men, H. G. Acres, Willis Chipman and W. A.
Bucke.
The members of the Committee elected in 1918 for
a two-year term, and therefore, members of the 1919
Executive are Professor H. E. T. Haultain, J. R. W. Ambrose
and R. O. Wynne-Roberts.
The retiring Chairman, Professor Gillespie, is also a
member of the Executive. Members of Council at
Montreal are also members of the Executive of the
Toronto Branch.
The report of the scrutineers was received and con-
firmed.
Mr. Chipman addressed the meeting and urged on
the members that they should attend the meetings of
the Branch and thus encourage the Executive, who are
endeavouring to create a greater interest in the affairs
of The Institute. Mr. Wynne-Roberts spoke on the
subject of the members becoming acquainted with
manufacturing industries in the city, and urged that the
Branch should make inspection trips to various plants of
interest. The meeting adjourned at 10 p. m.
Calgary Branch
C M. Arnold, A.M.E.I.C, Secy.-Treas.
Christmas Happiness and New Year Prosperity.
The Calgary Branch extends a Hearty Greeting to
all members of The Institute, wishing them
A Happy Christmas and Prosperous New Year.
G. W. CRAIG, C. M. ARNOLD,
Chairman. Sec.-Treas.
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
23
At the Annual Meeting of the Calgary Branch, held
in the Board of Trade rooms on the afternoon of Saturday,
December 7th, the following officers were elected for the
coming year: Chairman, S. W. Craig, Secretary-
Treasurer, C. M. Arnold, Executive, Wm. Pearce, A. S.
Dawson, F. H. Peters, B. L. Thorne, A. S. Chapman,
Executive Alberta Division, F. H. Peters, S. G. Porter,
Auditors, J. S. Tempest, R. C. Gillespie.
Mr. Craig was given a hearty reception upon assum-
ing his new duties and made a short address, dealing with
the desirability of publicity on engineering matters.
The full report of this meeting will be published in the
February issue.
At the general meeting of the Branch held on
November 30th, with F. H. Peters in the chair, there were
present fifteen members and Messrs. L. B. Elliott and
R. G. Gibb of the Edmonton Branch were the guests of
the Branch.
The purpose of the meeting was to discuss the draft
of the proposed act governing the practice of professional
engineering in Alberta. Edmonton representatives who
had attended especially for this purpose were introduced
by the Chairman. Mr. Peters drew attention to the
fact that the preliminary advertisement dealing with the
proposed legislation had already appeared in the Alberta
Gazette. The executives of both branches had decided
to proceed in the matter, as no time was to be lost if the
Bill was to be presented this coming season. The Branch
would be asked to confirm the action of the Executive
in this matter. It would be necessary for the draft to
be approved by both branches and the Alberta Division
and it was proposed to send a delegation to Edmonton to
interview the Premier, if this could be arranged, to
obtain his views.
The Secretary was then called upon to read the
minutes of all previous meetings since the last annual
meeting and on the motion of Mr. Craig seconded by
Mr. Houston these were approved and the minutes of
the last meeting held were signed by the Chairman.
Mr. Peters then asked Mr. Gibb to read the draft bill on
legislation. Mr. Gibb stated that the draft had been
prepared largely by the late Professor Muir Edwards and
had been gone over by the executives of eachbranch and
was now considered to be in shape to go before Parliament.
Mr. Cote, a prominent engineer of Edmonton who was
also in the Provincial Cabinet, had promised to do all in
his power to forward the passage of the Bill, provided it
received the approval of the Premier. He had therefore
suggested that a delegation wait on the Premier to learn
his views on the matter. Mr. Gibb then read the draft
Bill, which was discussed at length clause by clause, and
all points that were at all debatable were fully explained
to the satisfaction of the meeting by the Chairman and
Mr. Gibb. Mr. Peters stated that the Bill had been
framed on broad lines and details had been avoided as
far as possible. Any imperfections found to exist after
the Bill had been enacted could be dealt with in the future
by amendments. The delegation would consist of two
members from each Branch and two non-resident mem-
bers of these could be obtained. Mr. Craig moved
that the draft Bill as submitted be approved by this
meeting — seconded by G. N. Houston. Carried.
Mr. Houston moved that delegates be appointed to wait on
the Premier, to learn his disposition towards the proposed
legislation, and that a report be submitted to the branch —
seconded by C. M. Arnold. Carried.
It was decided to provide the Councillors of the
Alberta Division and Executive of each branch with
copies of the draft bill and also that a copy should be
forwarded to the Saskatchewan Branch.
Mr. Peters moved a vote of thanks to the Edmonton
members present for the work they had done in connection
with the preparation of the draft bill and steps taken to
present it to the proper authorities. Carried.
Mr. Craig, seconded by Mr. Peters, moved that
a message of condolence be sent to Mrs. Sidenius, widow
of the late Mr. H. G. Sidenius. The Secretary was
requested to do this by vote of all present.
The meeting adjourned at 10.40 p.m.
Sault Ste. Marie Branch — Proposed
In keeping with the increased interest in Institute
affairs, and as a result of a desire on the part of members
of the profession resident at Sault Ste. Marie it is expected
that a strong branch of The Institute will be in existence
there at an early date. On Thursday, December 19th,
a meeting of the local members of The Institute was held
at the Y.M.C.A. at which time it was decided to apply
for permission to form a Sault Ste. Marie branch.
An application was consequently prepared and
submitted to the Council as follows: —
" We the undersigned hereby beg to apply for permis-
sion to form a local branch, to be known as the Sault
Ste. Marie branch of The Engineering Institute of Canada.
R. S. McCormick
B. E. Barnhill
N. L. Somers
William S. Wilson
F. F. Griffin
A. G. Tweedie
L. R. Brown
C. H. E. Rownthwaite
J. W. LeB. Ross
W. J. Fuller.
At this meeting a temporary executive committee
was formed consisting of:
J. W. LeB. Ross, Chairman, B. E. Barnhill, C. H.
E. Rownthwaite, J. H. Ryckman, N. L. Somers, L. R.
Brown, Secretary.
A second meeting has been called for January 9th,
at which time the Secretary of The Institute is expected
to be present to give all the assistance he can to the
members at Sault Ste. Marie in the establishment of a
strong enthusiastic branch.
24
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
Ottawa Branch
J. B. ('hollies, M.E.I.C., Secy.-Treas.
(load Roads
The widespread demand for constructive considera-
tion by the Dominion Government of a practicable good
roads policy has resulted in definite action that portends
much for the future. The rapid advance in recent years,
especially during the war, of motor transportation, both
passenger and freight, and the important factor the
automobile bears to rural development has proven, even
to the most skeptical, the absolute necessity for good
roads. The following item from the editorial columns
of the Ottawa Journal will be welcome information to the
engineering profession, and an assurance that at last the
question of good roads will be given adequate attention
by the Federal authorities: —
' The good roads movement, which must be one of
the leading factors in the reconstruction and development
of the country, is given a great lift forward through the
Dominion Government's having availed itself of the
experience and ability of Archie W. Campbell, M.E.I.C.,
in connection with it. Mr. Campbell has been appointed
to advise the Government as to what its position should
be in the matter of roadway improvement and construc-
tion, and it is probable, as it should be — that he will be
retained permanently to supervise the carrying out of
all plans.
No better choice could have been made. Mr.
Campbell was an outstanding champion of good roads a
quarter of a century ago, and as the result of work he did
then, in co-operation with the late Andrew Patullo, of the
Woodstock Sentinel Review, he was appointed Ontario
Good Roads Commissioner, subsequently becoming
Provincial Deputy Minister of Public Works. It was a
serious loss to the better highways programme when he
was taken from that position and made Deputy Minister
of Railways and Canals at Ottawa. Better highways
are for him almost a religion, and in the field to which
he has returned he can serve the country better than
anyone else we can think of. It is well that Mr.
Campbell's exceptional experience and interest in the
subject are to be turned to the advantage of the country
as a whole. The good roads development must be
carried out on an orderly and progressive programme,
and Mr. Campbell's appointment will insure this.
Mr. Campbell is now preparing for submission to
the Government, a report on the subject of highway
construction in the Dominion. In it he will advise as to
the best methods of obtaining the required co-operation
between the Federal and Provincial authorities, and will
recommend the adoption of legislation necessary to secure
greater uniformity.
Nailacrete — An Important Discovery
Engineers generally, will be interested to learn of
the important discovery made by one of the Affiliates
of the Ottawa Branch, E. Viens, Director of the Public
Works Laboratory for Testing Materials. A well-
deserved tribute from the editorial page of the Ottawa
Citizen to Mr. Viens' discovery, under the caption,
" A Civil Servant's Good Work," follows:—
" Faithful work in the Civil Service has been so
seldom noticed outside, many people have little apprecia-
tion of it. When the new parliament buildings were
being inspected by a party of visiting engineers last
Saturday, many were surprised to learn for the first time
of the flooring material, called " Nailacrete," a discovery
made by Mr. E. Viens, director of the Public Works
Laboratory for Testing Materials.
"Nailacrete has a strength greatly exceeding wood,
with a durability of concrete. It has the resilience of
wood, a nail may be driven into it, and it will hold with
greater firmness than in wood. Carpets can be tacked on
Nailacrete, and desks or other furniture screwed down
to it. But Nailacrete does not need a carpet covering.
It can be given a surface finish as smooth as hardwood,
glossy and more durable. It is fireproof, waterproof,
and sanitary. It is lighter than concrete, can be laid
without forms on a sloping surface — such as for roofing.
It is an insulator.
' The Chief Architect of the new parliament
buildings, John A. Pearson, has proven the reliability of
Nailacrete by severe tests before adopting it for the
floors in the main building. Credit is due to the Chief
Architect for being sufficiently without prejudice to
adopt Mr. Viens' discovery. The public should know,
however, when a public servant by patient research,
carrying out experiments in the first instances after
work hours, at his own expense in the purchase of
experimental materials, has contributed something
apparently so valuable to the community as Mr. E. Viens'
discovery of Nailacrete."
Branch Visits New House of Commons
Tangible evidence of the splendid progress made in
the construction of the new home of the Canadian Par-
liament, according to the Evening Journal, was displayed
on Saturday, December 7th, to the members of the Ottawa
Branch of The Engineering Institute of Canada who, after
doing full justice to the first luncheon served in what
will be the House of Commons dining-room, were given an
opportunity to inspect the buildings under the guidance
of the staff in charge of the reconstruction, G. Gordon
Gale, chairman of the Ottawa Branch, presided at the
luncheon, and about 135 members and their friends were
present.
The trip through the buildings proved of unusual
interest. On every side could be seen evidence of the
amount of work already done, and an attempt to visualize
the buildings as they will be when completed framed
so compellingly a mental appraisal of the work still to do
that the assurance of the architect that the buildings
will probably be ready for occupancy by January, 1920,
was almost doubted.
The cornerstone of the new buildings was laid on
September 1st, 1916, but for practically nine months
thereafter little or no work was done and the buildings
as they now stand represent about 17 months of actual
labor, conducted for at least part of that time under a
serious handicap due to difficulty in securing workmen.
In external appearance the buildings convey a much
stronger inpression of soliditv, massiveness and dignity
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
25
than did those they replace. While the frontage is the
same as formerly the new structure contains much more
accommodation due to the fact that a solid block has
been built in at the rear or north side. The general plan
is of one great structure, in part divided by three light
courts or wells into five smaller buildings. The Commons
chamber is situated in the western end, then alternate
light courts and offices, with reading and smoking rooms,
to the Senate chamber on the eastern end. Ample main
corridors, broad and stately, run east and west through
the entire building with cross corridors, but little narrower,
connecting the various units. In all there are more
than two miles of corridors in the building — ample
opportunity for corpulent statesmen to exercise while
pondering questions of national import.
Possibly the feature of the entire structure that,
when completed, will attract most attention and
Dominion-wide interest, is the splendid hall or " Court of
Honor." As planned, this leads directly from the main
entry through the width of the building to the Library,
and will be in every way worthy of its name. Even on
Saturday, while complete comprehension of its majestic
spaciousness was prevented by the spidery scaffolding
which fills most of the space, it was evident that when
finished it will stand alone in Canada as an example of
the dignity and beauty that can be attained in interior
architecture of the Gothic school. As it is, it is reminis-
cent of the sublimity of a vaulted cathedral, and when the
windows, and statuary, silently eloquent testimonials
of the men who made Canada, are in their positions the
effect will be imposing in its majesty.
The Commons chamber is spacious and lofty,
gallery accommodation will be in excess of that contained
in the former House, while a new feature will be the
provision of private boxes for visitors to whom it may
be desired to extend signal honor. As might be expected,
ample arrangement has been made for the press gallery
and the rooms in which the newspaper workers record
the achievements or errors of Canada's statesmen will be
more commodious and convenient than heretofore. The
Senate chamber in general lines, follows that set aside
for the members of the elected branch of Parliament.
The office accommodation for ministers and the
various grades of private members will be much superior
to similar arrangements in the former building. The
individual offices will be larger and better appointed.
Nothing will be spared that will make for the comfort
and convenience of those who devote a large portion of
each year to the business of the country.
But it is the wonderful wealth of detail, already
commencing to show, that will make the new Parliament
buildings one of the show-places of Canada. Carvings,
typifying events in Canadian history, broad sweeping
effects representing Canadian life and industry, delightful
miniature bits characterizing and, in some cases — ■
caricaturing — men prominent in Canadian public life,
present or past, will afford days of pleasant occupation to
students of art as revealing character. The entire
building will be alive and vibrant with such delights;
few of them are as yet in position, but numbers are to be
seen, completed, waiting only to be placed in their
respective niches.
From the artistic and sublime to the practical brings
one to consideration of the arrangements made for
heating the building — a most necessary feature in this
latitude. The heating plant is situated in the power
house at the foot of Cliff street, several hundreds of
yards from the buildings themselves. Forced circulation
of hot water will provide sufficient heat to serve the new
buildings, the Supreme Court building and the Langevin
block, and the plant is so constituted that it can be made
to heat additional buildings in that vicinity which it
may be necessary to construct.
Dealing more particularly with the progress made
on the building within the last year it may be said that
in the summer of 1917 it was but rising from its four
foundations. Now the walls and roof are completed,
many of the inner walls run, basic floors laid and in some
portions work has started on the floor tiling. Practically
the body of the entire structure has been completed, the
interior fitting is yet to be done. This, it is expected, will
consume another year.
Of the architect in charge, John A. Pearson, who
already has a national reputation as one of Canada's
master builders, it need only be said that nothing he has
ever done will surpass his work in the provision of a
beautiful and fitting home for Canada's Parliament. A
man might well study and labor for a life-time to produce
but one such monument to his genius.
Address on Ceramics
One of the most interesting evenings held by the
Ottawa Branch for the year 1918, was an address on
" Clay and Clay Products in Canada," by Joseph Keele,
chief engineer of the Ceramic Division of the Depart-
ment of Mines. Mr. Keele is the recognized authority
on this subject in Canada, and succeeded in conveying
a great deal of exceedingly valuable information respecting
one of the most important and little appreciated industries
in the Dominion. So important is this industry to
Canada generally, and of such immediate interest to all
branches of the engineering profession, that it is hoped
Mr. Keele may be able, in the near future, to prepare a
similar paper for presentation to The Institute, in order
that all of its members may enjoy the advantage of those
who attended the meeting in Ottawa.
Transferred to Dept. of Trade of Commerce
The Electrical Standards Laboratory, Ottawa,
O. Higman, M.E.I.C., Chief Engineer, has sent out
notice that the administration of the following Acts of the
Federal Parliament has been transferred from the
Inland Revenue Department to the Department of
Trade and Commerce; the Electrical Units Act; the
Electrical Inspection Act; the Electricity and Fluid
Exportation Act; and the Gas Inspection Act.
Dominion Power Board
The Government has added to the personnel of the
Power Board, W. A. Bowden, M.E.I.C, Chief Engineer
of the Department of Railways and Canals; and Arthur
Amos, M.E.I.C, Chief Engineer of the Hydraulic Service
of Quebec and a member of the Quebec Streams Commis-
sion.
26
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
The Government has consented, at the request of
the Dominion Power Board, to have A. B. Lambe,
A.M.E.I.C., Asst. Chief Engineer of Gas and Electricity
of the Department of Inland Revenue; and A. J. Matheson,
M.E.I.C, Chief Engineer of the Montreal Water Levels
Commission, attached to the Board for special work.
Hamilton Branch
II. B. Dwight, A. M.E.I.C, Secy.-Treas.
It was with considerable regret to the members of
the Hamilton Branch that Geo. F. Porter's lecture on
the Quebec Bridge had to be cancelled because the
prohibition of all meetings was suddently renewed by the
Board of Health. The Health Officer had intimated several
times that matters were not serious and that the meeting
could be held as scheduled. However, outside pressure
was brought to bear, as matters really were more serious
than most people supposed, and the ruling was made on
a few hours' notice. The unfortunate part was that
there was no time to telegraph Mr. Porter. The members
of the Branch had a very enjoyable visit with him, how-
ever, and he was most agreable about the misfortune.
Montreal Branch
F. B. Brown, M.E.I.C, Secy.-Treas.
A discussion of the subject of legislation has occupied
two meetings of the Montreal Branch held on November
28th, and December 19th, where it was given consideration
in an exhaustive manner. At the meeting of the Branch
held on December 19th, Lieut. -Col. Dubuc was present
and in addition to being welcomed by the chairman,
Walter J. Francis, one of his classmates, Arthur Surveyer,
voiced the sentiments of those present in well-chosen
words of appreciation. Lieut. -Col. Dubuc was given a
reception in keeping with his distinguished services and
made a happy speech in reply to the reception accorded
him.
The following resolutions passed by the Montreal
Branch embody the result of the two meetings on the
subject of legislation. It was moved by W. F. Tye,
seconded by G. H. Duggan and carried:—
WHERE A S it seems advisable that legislation should
be sought defining the statuts of engineers throughout
Canada, AND
WHEREAS the widespread activities of the
engineering profession, the great difference in the interests
and occupations of the individuals, the necessity of
getting satisfactory legislation in the different provinces,
the unsatisfactory result of such legislation as has already
been obtained and the dangers and difficulties certain to
be encountered by The Institute as a whole during the
time period of passing of Canadian engineering from an
open to a closed or a partially closed profession, make it
inadvisable and inexpedient to ask for any further
legislation in any province until the whole question has
been thoroughly studied, reported upon and submitted in
concrete form to the full corporate membership of The
Institute.
BE IT RESOLVED:
THAT the Executive of the Montreal Branch be
instructed to ask the Council to arrange for the appoint-
ment of a Committee representing all provinces and all
branches of the profession to inquire into, study, and
report upon the whole question of legislation, including
a report upon the best method of getting such legislation
as will ensure a satisfactory and uniform status of engineers
throughout Canada, also to draw up such sample legisla-
tion as it may deem necessary and advisable in order that
the member of The Institute in the different provinces
may seek legislation on some uniform basis.
That before the final adoption of any proposed Act
it shall be the duty of the Committee to co-operate as
far as possible with similar incorporated technical bodies
with a view to harmonizing clauses which might contain
points of contention.
That the Secretary of the Montreal Branch be
instructed to forward a copy of this resolution to the
Secretary of The Institute and to the Secretaries of
the Provincial Divisions and the Branches, and to
request the Executive of the Provincial Divisions and
the Branches to assist the Council in securing the
appointment of a strong and representative committee."
It was further moved by Arthur Surveyer, seconded
by F. B. Brown and carried: —
" THAT the Executive of the Montreal Branch take
immediate steps to obtain, in co-operation with the
Quebec Branch and by letter ballot, the views of the
members of The Institute, residing in the Province of
Quebec, on the question of licensing engineers, AND
THAT the following questions for this letter ballot
be suggested to the Executives of the Montreal and
Quebec Branches for their consideration:
Question 1. Are you in favour of a closed corpora-
tion for engineers having responsible charge of engineering
works ?
Question 2. If so, do you favour legislation
embracing all engineering works, or only public works ?
Question 3. In the event of the majority of the
members of The Institute residing in Quebec, declaring
in favour of a close corporation, what are your opinions
on the following questions:
(a) Do you consider that the only method of
entrance into the engineering profession should be
through the engineering colleges ?
(b) If no, do you think that candidates who do not
follow college engineering courses should be obliged to
pass an examination for admission to study somewhat
along the lines of the matriculation examination required
for university entrance ?
(c) Do you think that candidates should be required
to pass an examination for admission to practice, similar
to the examinations required by the Bar and Medical
Associations ?
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
27
(d) Should candidates be obliged to serve a period
of apprenticeship or employment under an engineer,
before being allowed to take the final examinations for
admission to practice? (The word practice is under-
stood to mean taking responsible charge of engineering
works) .
(e) If in favour of examination, do you consider
that these should be held by the corporation only or by a
joint board of the members of the corporation and
representatives of the McGill and Laval faculties of
applied science?
(f) Do you consider that graduates of engineering
schools should be exempted from any or all the examina-
tions ?
(g) If so, from what examinations should they be
exempted ?
(h) Do you think that graduates of engineering
schools should be required to prove that they have had
experience under some engineer before being admitted
to take charge of engineering work ?
AND THAT the results of this letter ballot be passed
on to the committee appointed under Mr. Tye's motion
for their information irrespective of any action that the
members of The Institute in Quebec may wish to take."
Gallant Officer Returns
Lieut.-Col. Dubuc, C.M.G., Croix de Guerre, Cross
of the Legion of Honor, D.S.O., M.E.I.C, commander of
the famous 22nd Battalion of Montreal, which has added
so much to the lustre of Canadian arms, arrived at his
home in Montreal recently where he was accorded a
reception in keeping with the distinguished services he has
rendered. This gallant officer, who has seen so much of
actual fighting, has been three times wounded, including
the loss of an eye from machine gun bullet, the last time
so dangerously that his life was dispaired of. Going to
the front as a Captain after three years on the fields of
many battles he returns to us a Lieutenant-Colonel,
commander of his old battalion and bearing decorations
which prove him a warrior of great courage.
Of the engagement in which he was wounded the last
time, he said that out of 23 officers and 625 other ranks,
there were 23 officers casualties (every one was killed or
wounded) and 505 of the other ranks either laid down
their lives or will hereafter wear the scars of battle. This
all happened in 24 hours. It was on August 27th, in
front of Cherisy, in the attack on Cambrai and the start
of the great Arras battle, that was the beginning of the
end, that Lieut.-Col. Dubuc was hit, by a machine gun-
bullet, and was given up for dead. The command of the
22nd automatically passed to Major Vanier at 2.30 that
day, and he carried on until he lost his leg.
At a meeting of the Montreal Branch, held on
December 19th, Lieut-Col. Dubuc was accorded a rousing
reception and he gave a brief address to the members
present, which, coming from one who occupied such a
proud position in the great engagements of the war, was
highly enjoyed. Every member of The Institute will
feel a personal sense of pride in the distinguished part
which Lieut.-Col. Dubuc has taken in the mighty conflict.
CORRESPONDENCE
Legislation for the Engineer (A Western View Point)
Editor Journal: —
" These engineers were priests of a sort, albeit they
did not preach or pray. It was a new world. Has it ever
struck you that with every victory over Nature won by the
human spirit a fragment of their omnipotence is wrested
from the hands of the gods ? / always feel as if we were
using fire and steel, mechanical energy and human thought,
as weapons of revolt against the Heavenly tyranny." Bojer.
In consideration of the present essential effort upon
the part of engineers to obtain legislative support and
recognition as a class, with a long delayed but necessary
acknowledgement by the public of their services and merits
let us make clear to each other that this " object " is
what we aim at and that a successful issue is of much
greater importance than the " method " by which this
result may be attained. As a Westerner from Alberta
I view the position so, and feel that whilst pleas for unani-
mity and possible similarity of action are insistent from
many sources, it does not appear at all possible to achieve
this, or even desirable to attempt uniformity for the
following amongst other good reasons, especially affecting
the West.
We have four Legislatures, Manitoba, Saskatchewan,
British Columbia and Alberta, each with a differing
outlook and history, a varying practice and local condi-
tions and an independent legislative personnel distinctly
enamoured of their own principles and practice, so much
so that the chance of common action is of very remote
possibility and to spend time and effort upon a futile aim
such as uniformity of practice, must be under the circum-
stances of urgency, misplaced energy much to be regretted.
The objects to be attained are in each Province
exactly similar, what does it matter about the plan of the
road by which the goal is to be reached, its grade or the
make and variety of its bridges, these may vary as does
the topography of these Provinces but if the same success-
ful result be reached why worry ? Manitoba has had a
plan since 1896, why this has not been travelled is not
self evident and having had all these years of experience
of the " lions in the way " one would assume they should
be best prepared and armed to take action immediately,
so that their claim for delay to secure uniformity does
not seem to rest upon sufficiently definite grounds as to
warrant suspension of effort on the part of other Western
Provinces. Saskatchewan has a plan which doubtless
meets its members' requirements and it is to be hoped
also those of its legislators and whilst some of its features
would not pass through the Alberta House, we are not
so placed that we dare ask them to await general agree-
ment upon forms and procedure, their duty is to secure
from their legislature the best terms and conditions for
effective legislation protecting engineers and the method
by which this is gained is to them a domestic problem
containing factors of which outsiders cannot judge.
28
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
B. C. we have no doubt with last years experience
to guide, are now well aware of the lines of least resist-
ance and likely success and formulating a plan for sub-
mission to their Legislature, we wish them well. Montreal
can but express a parental solicitude that its children
whilst struggling with varying conditions and doing the
best they can for themselves shall do their utmost to
maintain the family credit and its highest traditions.
We in Alberta are in a measure the most happily situate
of all in that a well travelled road has been cleared for
us by other professions with lines of uniformity laid down
by the Legislature, satisfactory to them and to us,
achitecture, law, medecine, dentistry, chemistry, survey-
ing and other public services have a common, accepted and
satisfactory system of public control to which we must
conform in any legislative proposals we may submit.
In technical matters the Legislature of Alberta has
always taken the stand that public control of such services
had best be exercised by the first body of educational
standing in the Province, i.e. the Senate of the University
of Alberta, a doctrine of economy of effort on the part
of the Legislature and of success from the viewpoint
of such technical services already so associated and of
satisfaction from the public point of view, as being a
simple, effective and desirable curb upon any close
corporation practices likely to injure the freedom of its
best interests. Having but one university and that in
the nature of a state institution we are most favorably
situated and we hope it will shortly be possible to submit
the draft act proposed to be submitted to the next session
of the Legislature, this follows most carefully along the
lines of preceding acts governing technical and professional
services and will we hope secure the approval of our legis-
lators as well as that of our fellow engineers in this and
other Provinces.
May attention be called to one danger, that of over-
loading an act with matter more properly belonging to
by-laws as items of internal government and the relations
of Institute members with each other do not require to
appear in the Act, this should be explicitly confined to
the delimitation of relations between the public and the
service in question.
This is not a plea for delay but a call for action,
engineers are usually associated with realities and dealing
with matters of material or force and facing the reality
of an unrecognized profession of legally indefinite status
without protection, and the presently heavy barrage of
the H. C. L., action definite, direct and decided cannot
occur any too soon.
By independent action but free co-operation to the
desired end we shall secure for some, or more happily
we hope, for all, the legal status and recognition which
the talents and services of our members deserve and to
this end it is essentially necessary that all without excep-
tion shall sink their differences and with enthusiasm
enter into all measures or methods devised to secure this
long delayed but no less patiently earned reward, giving
full support and countenance to all who in any measure
or position endeavour to solve the attendant difficulties.
Lo: a cloud's about to vanish
From the day
And a brazen wrong to crumble
Into clay.
Lo: the Right's about lo conquer;
Clear the way.
With the Right shall many more
Enter smiling at the door;
With the giant Wrong shall fall
Many others, great and small,
That for ages long have held us
For their prey.
Men of thought and men of action,
Clear the way.
Mackay.
DONENZ.
Move for a Raise
Editor Journal: —
I have to congratulate you and the other executive
officers on the success of The Journal which along with the
other matters contains an employment bureau. The
salary paid to civil engineers to-day is ridiculously small
and one remedy which occurs to me is for the profession
to take every advantage of any new position offering a
larger salary. This shuffling would force many raises
in salary in order to hold men who to-day may not be
in touch with other positions which are available and
pay more money. This move for a raise policy would I
think improve the situation as there are too many of our
men to-day holding down positions at practically the same
salary which they received five, yes and ten years ago,
thus making the engineering profession the greatest
rut in existence.
I would respectfully suggest that you give more
attention to the employment bureau and endeavour to
give the readers of The Journal the benefit of all positions
which are open in Canada and as many as practical of
those in foreign countries as well. I have noticed that
heretofore you have not even included all the appoint-
ments which the Civil Service of Canada have to make.
I am,
Yours faithfully,
District Engineer.
Error re Diving Bell
Editor Journal: —
With reference to my letter of October 24 to you.
Mr. MacDonald has called my attention to an error
in my letter on page 2.
In my letter, I have, by an error of dictation, mis-
placed the relative positions of the metre centre and
centre of gravity of the device under discussion, and
I did not notice the error until my attention was called to
it. The mistake is an obvious one, otherwise the outfit
would not have been stable when afloat. I will be obliged
if you will correct this error in my letter.
Yours very truly,
John Taylor, A.M.E.I.C.
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
29
Education Through Journal
Dear Editor: —
I am in receipt of a copy of your letter of November
29th to the Secretary of the Civil Service Commission,
which should cause their officers to reflect upon the
salaries being paid engineers as compared with those
made for other work.
I think the whole trouble is with the engineers them-
selves. If they are in a position to demand better pay
for one another, they don't do it. If engineers will
accept positions at $1,500 per year, the Civil Service
Commission will feel that it is quite justified to continue
offering that salary. I think a campaign of education
carried out through the columns of The Journal would be
the best method of crusading at the present time for
better salaries for Government engineers.
Yours faithfully,
Government, M.E.I.C.
Grand River Conservation
Editor Journal: —
The water shed of the Grand River (Urse River on
map of 1763, later " Ouse or Grand " River) the central
part of the peninsula of South Western Ontario, comprises
about 2,600 square miles, parts of the Counties of Grey,
Dufferin, Perth, Oxford, Wentworth and Haldimand and
practically the whole of Wellington, Waterloo and Brant.
The highest part of the peninsula may be called an
irregular plateau, 1,400 to over 1,700 ft. in elevation
above sea level, and having an area of about 1,100 square
miles, the northerly edge closely approaching Georgian
Bay. Apparently one half or more of this area was ori-
ginally dense swamp, the headwater source of most of
the considerable rivers of the peninsula.
A marked topographical feature is the Niagara
escarpment extending from Queenston on the Niagara
River, and there marking the difference in water level
between Lakes Erie and Ontario, more or less definitely
across the peninsula to Georgian Bay. For a considerable
part of its length this abrupt break in the surface forms
practically the easterly limit of the Grand River
water shed.
The Grand River -rises on the highest part of the
plateau, in Melancthon Township, within 25 miles of
Georgian Bay, has a length along its windings of about
160 miles, flows in a general southerly direction, has a
total fall of over 1,100 ft. and empties into Lake Erie at
Port Maitland. Principal tributaries in their order from
up stream are the Conestogo River from the west, rising
near the source of the main river, the Speed from the east
and the Nith from the west.
The water shed is wide in the headwater area, becomes
narrower further down, and more so in the fiat country
toward Lake Erie, where smaller streams flow directly to
the lake. Declivity of the stream bed is greatest after it
leaves the plateau, is considerable further along and small
toward the outlet. What may appropriately be called
the upper river extends to about the 1,150 ft. contour,
and the lower river from there on.
The importance of the Grand River water shed,
particularly of the lower river, is well known. In fertility
of soil, in density of population, in agriculture and in
manufactures, it is one of the best sections in the Dominion
of Canada. Numerous cities and towns, manufacturing
cent es noted throughout the Dominion and beyond,
Brantford, Gait, Kitchener, Paris, Guelph, Preston,
Hespeler, New Hamburg, etc., are directly on the river
banks.
The spring floods are a constantly increasing menace,
both in the cities and towns and generally along the valley,
and summer flow of the river has become very small.
Original conditions, forestation, and particularly
the large swamp areas on the head watershed, which
effected natural regulation, restraining floods and main-
taining dry weather flow, by retarding snow melting,
by better holding back of water on the surface and by
greater volume of ground water, are impossible
of restoration.
There are various methods of flood alleviation, such
as: confining the channel by means of walls or dykes,
as has been done in Brantford on the Grand River, and
to some extent in Gait; deepening and correction of
the river channel; elevation or filling in of ground subject
to overflow; detention or retardation reservoirs, as now
under construction in the Miami Conservancy District,
Ohio. Preferable to any of these methods, and con-
stituting true conservation, are storage reservoirs, where
practicable. A storage reservoir of ideal capacity and
performance retains the surplus flood flow and releases
the stored water for equalization of flow during periods of
small yield from the watershed.
Conservation by storage has been found to be to
large extent practicable on the Grand River. The Hydro
Electric Power Commission of Ontario by surveys made
mainly in 1912 and 1913 established the fact that suffi-
cient storage can be obtained to give good control. In the
township of Pilkington on the main river, about at the
foot of the upper river, storage capacity of about 2%
billion cubic feet in one basin has been found to be avail-
able. Further storage, on the Conestogo tributary,
would give a total of nearly 4 billion cubic feet of capcaity
with watershed area above the basins of about 600 square
miles, constituting on the whole fairly unique and very
favorable conditions for true conservation. There re-
mains to be done, as to investigation, definite exploration
of sites for dams and ascertaining of their practicability
and estimates of cost. No estimates or investigation
as to cost of reservoir sites, land condemnation, highway
changes etc., has as yet been made either.
The benefit of such conservation would in the first
place be elimination of flood danger. The sustained
summer flow, which on the above storage could be over
four hundred cubic feet per second in addition to the
present flow, eight to ten times the present flow for a good
part of the river affected, would be a great benefit in sani-
tation and water supply. Evaporation from the surface
of the storage reservoirs an area of six square miles or
over, is a feature to be considered. During the hot
summer months, June, July, and August this may be
assumed to total from 15 to 20 inches, or possibly a little
more. Rainfall during this season is extremely variable.
30
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
Local observation (Waterloo County) shows a total for
the three months ranging, in a short period of four years,
from 22.11 to 4.99 inches. Evaporation is greatest during
drouth, but considering even a net evaporation, after
deducting direct rainfall, of 15 inches or more, it is negli-
gible against the yield from the contributary watershed,
of which every accretion would be held in the storage
reservoirs. Existing developed water powers on the
river would also gain greatly. The heights of fall of
such water powers are: at Gait, 8J/2 ft.; at Paris, 14 ft.;
at Brantford, Upper Dam, 16 ft., Lower Dam, 33 ft.;
at Caledonia, 7 ft.; at Dunnville, 63^ ft.
A promising use of the conserved water has been
recently proposed, (by N. Cauchon, A.M.E.I.C.) This
is to make a diversion canal, probably from below Gait —
where, along the old Great Western Railway branch,
there is a lateral depression toward the east — to the
escarpment, drop the water over this, with fall of 500
ft. or more, enabling development of large power, and
make further use of the water for irrigation throughout
the lake shore district. Irrigation, once the flood danger
is removed, will also find extended and valuable applica-
tion in the immediate valley floor of the river.
W. H. Breithaupt, M.E.LC
Government Salaries
Editor Journal: —
I have been following with a certain amount of
interest and a much greater amount of disappointment
the semi dignified movement on behalf of the engineers
of The Institute regarding a fair wage for the profession.
Some even go so far as to give the remuneration
received for our work the high sounding name of a salary
— which it is not — in fact the average wage of the
Canadian engineer is hardly more than the wage paid
the most ordinary and uneducated class of mechanic
or make-believe tradesman in practically all parts of
the country. Why, most men are paying their chauffeurs
from $100.00 to $125.00 per month; we even in this
small town have several instances of workmen being paid
better than so called professional men ; one in particular —
a man who files saws draws $7.50 per day, and a foreman
in charge of a small construction job $10.00 per day.
When employing a foreman over a dozen men this summer
I was asked to pay within 75c. per day of my own wage.
It is all very well to be dignified when one has some-
thing to be so over, or when one can be dignified at all
times; when, however, the baker and butcher, etc. have
to be treated with something else besides dignity, and the
life of an intelligent man has to be ordered so that his
main thoughts, after the execution of his work, are taken
up with the problems of how to make last years suit do
again or the roast from yesterdays dinner do the rest of
the week, etc., it is quite time that he got his thinking
cap on again after hours for his own benefit.
If our profession is worth anything it is worth at least
a good fight to make it appreciated, and if it is necessary
to have a fight to gain recognition let us get at it and have
a real one and have it over with, and if we cannot succeed
let us get out like men.
We have the weapons and they are not of German
manufacture either. Hadn't we better get busy and use
them?
I do not see why a committee of hustlers should
not be appointed by The Institute to get after this
end at once, and arrange a campaign that will bring
results.
Yours sincerely,
A poor Government Engineer.
Protest Against Engineers' Salaries
Editor Journal: —
I wish to call the attention of the Council, through
you, to the great difference in salaries offered clerical
help, such as stenographers, clerks, etc., and that of
engineers.
One has only to take up the Civil Service Bill, which
passed through the Federal House last spring and glance
at the salaries which are paid to first, second and third
class clerks (we are not even allowed the title of engineers)
to see my point of view. This state of affairs reflects
very unfavorably on the future welfare of The Institute.
This matter will receive very serious attention at our
next Branch meeting, and I trust this will be the case in
every Province throughout Canada.
Yours truly,
A Manitoba Associate Member.
Editor Journal: —
Herewith are announcements of the Civil Service
Commissioners' Bulletin applications for positions, which
should be noted by the engineering profession, as to me
they appear to be more or less an affront to the pro-
fession: —
1. A Secretarial Clerk for the permanent staff of
the President of the Council, Grade D. of the First
Division, at an initial salary of $1,800.00 per annum.
Candidates must have secretarial ability, capacity in
office management and special shorthand reporting
ability.
2. A Female Clerk in the Employment Division of
the Department of Labour at a salary of SI, 6 00.00 per
annum. Candidates must be university graduates with
training in economics and some practical experience in
social work. Some experience in office management is
desirable with particular reference to statistical work.
A good working knowledge of French is required.
3. An Assistant Engineer on the staff of the British
Columbia Hydrometric Survey at a salary of $1,500.00
per annum. Candidates should not be more than forty-
five years of age, and should be graduates in engineering
of a recognized university. They should have at least
two years field and office experience in engineering.
Yours very truly,
An Associate Member.
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
31
Diving Bell, Halifax, N. S.
Editor Journal: —
The writer has just received by mail a copy of the
" Canadian Engineer " of 31st October, 1918, in which
are published extracts from a letter to you from John
Taylor, of Hamilton, Ont., regarding a paper read by
J. J. Macdonald on the Floating Caisson or Diving Bell
used in preparing foundations for quay walls at
Halifax, N.S.
The writer has not yet seen Mr. Macdonald 's paper
or his statements, but Mr. Taylor's letter and especially
his concluding statement that " he feels it is only just
that the facts should be made known to the engineers of
Canada as a whole and he fully expects this to be done "
causes him (the writer) to write to you in this matter, as
he is probably the one best personally acquainted with
all the facts.
The Halifax Ocean Terminals quay walls were
designed for the Canadian Government Railways by
F.W. Cowie, M.E.I.C., of Montreal, as consulting engineer,
and the writer, as superintending engineer, in 1912-1913.
Many designs and schemes were studied before the type (of
original design) finally adopted was decided upon early
in 1913, and needless to say, much detailed consideration
was given to the foundation work and to the new types
of plant and appliances that would be required for the
proposed works, including rock drilling, dredging and
concreting plants, helmet and bell diving outfits, block
setting cranes and lifting tongs, etc.
The writer had in 1911-1912, with Foley, Welch
& Stewart as contractors, successfully used as diving
bells, the large pneumatic foundation caissons designed
by him for the river piers of the Skeena River bridge on
the G.T.P. Railway in B.C., for removing large boulders
and obstructions in fast flowing deep water on the sites
of the piers, by working in the working chambers with
the caissons grounded or afloat and made moveable as
desired by displacing or pumping out water. Other
people, he believes, have done the same with other
caissons. The writer discussed this with Mr. Cowie, and
together they developed and sketched out the Floating
Caisson or large mobile Diving Bell idea for their founda-
tion work. The doubtful elements of the scheme were
cost and rate of progress. It was therefore decided
that in letting the docks contract the choice of methods
should be left to the contractors, subject to stipulated
rates of progress and qualities of finished work.
In November, 1913, the contract for the first unit
of the Halifax docks was let to Foley, Welch, Stewart
& Fauquier, who brought to Halifax as their superin-
tendent James Taber, a well known Canadian expert
with wide experience in deep foundation and compressed
air work. The floating caisson or diving bell method
was then again taken up, and was thoroughly examined
by Messrs. R. B. Porter and Fauquier of the contracting
company, Mr. Taber, Mr. Cowie, and the writer, further
detailed sketches of the bell and estimates of cost of
construction being made. It was felt by all these parties
that better work could be done, with better inspection
and more certainty, with the large diving bell than by
other methods, though not at less cost.
The contractors, with a spirit and enterprise for
which they deserve great credit, decided to adopt the
Diving Bell method, and in view of the advantages to
the work, the writer, with the approval of Mr. Gutelius,
general manager, Canadian Government Railways,
prepared the working drawings for the bell in his office
at Halifax. Mr. Macdonald was then the writer's
assistant and office engineer there, and he, along with the
late Lieut. C. S. DeGruchy, M.C., and other assistants,
did excellent work on the completion of the design and
of the working drawings.
The tender scow with its air compressors, etc., and
the air locks, etc., of the Bell were designed and con-
structed, or supplied and fitted by the contractors,
mostly under Mr. Taber's direction and supervision.
The general plan and details of the Halifax Bell
were certainly original in that they were designed for
a definite purpose on scientific first principles and from
practical personal experiences, and were not copied from
any other plans or plant. The designers, were, however,
aware of, and were naturally supported in their decisions
by the knowledge and precedents of the large Bells or
floating Caissons that had been successfully used in
dock works in years past at Marseilles, Antwerp,
Rotterdam, Bilbao, etc.
In the winter of 1913-1914, when the Halifax Bell
was designed in its present form, none of those responsible
had, so far as the writer knows, any knowledge of Mr.
Taylor's scheme, plans, or plant. Unlike Mr. Taylor's
apparatus, the new Halifax Bell of new design and working
under new conditions in fairly open tidal waters, for the
first few days, as was to be expected, was the cause of
some little anxiety and revealed some minor defects.
The skill and energy, however, of J. P. Porter, who had
then taken charge for the contractors, rapidly overcame
these troubles, and the writer may safely say that the Bell
for two years without mishap did excellent work under
his personal supervision and made steady progress and
good time.
Writing from the Field in France, the writer is at
the disadvantage of having no notes or means of
reference at hand, but the principles and applications of
compressed air in working chambers of Caissons, Diving
Bells, etc., for subaqueous work must be familiar to many
members of The Institute, and he thinks that they will
agree that Mr. Taylor unduly flatters himself if he claims
to be the sole anticipator, originator or inventor of large
Diving Bells of the Halifax type.
The writer regrets he has never had the privilege
of seeing Mr. Taylor's plant, but he has a hazy recollection
of having heard, probably in 1914, about an outfit, which
he thinks may have been Mr. Taylor's, for cutting off
and capping piles on the lakes a foot or two below water
level in still water, subject to no rise or fall or range of
tide; that is, for application to work and conditions quite
different to those at Halifax.
James McGregor, Major.
C.E. 3rd Bn. Can. Rly. Troops.
In the Field, B.E.F., France,
3rd December, 1918.
32
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
Thoughtful Suggestions
Editor Journal : —
I think an occasional letter from individual members,
in' appreciation of what you are doing in our behalf, may
serve to encourage you in your future efforts. The
work of getting out a monthly "Journal " is in itself no
mean task, and the numbers I have received are a credit
to The Institute. The influenza epidemic has retarded
progress in our local branch as public meetings were out
of the question. There are important matters to be
discussed, particularly that of legislation affecting the
engineering profession. I think the draft act submitted
by the Saskatchewan Branch illustrates one of the great
dangers to be avoided by The Institute in Canada.
The idea that competition among members of the
profession is the cause of the unsatisfactory conditions
of employment and remuneration is entirely erroneous.
Engineering work is not a fixed quantity in any com-
munity, nor can it be reckoned as a percentage based
on population. There is room for unlimited growth and
expansion, one successful enterprise making way for
another. It is a case of " work makes work " and the
benefit is not limited to any one line. The lack of
definite knowledge that a certain undertaking can be
carried through successfully often exerts a retarding
influence on other lines of development. Likewise
research work, exploration and the collecting and tabulat-
ing of data have a marked influence in increasing demand
for engineering services. To-day an engineer must
specialize, consequently he must be able to move in the
widest possible field to keep steady employment. This
prohibits local protection. There is no surer way of
producing stagnation in the profession than by forming
closed corporations. It is true that congestion is bound
to occur in certain centres from time to time which
re-acts most unfavorably on those who are permanently
located there. Better organization and more mutual
consideration among members would do much to obviate
this difficulty.
One good feature embodied in the Saskatchewan
draft was that of registration, but such a measure should
require merely a nominal fee. This would enable the
local branches to keep tab on irresponsible individuals
who were practising engineering to the detriment of the
profession. I am not here referring to competition, but
to the injurious effect of incompetent work. The failure
of an undertaking, excessive cost, reports which are
unreliable, all make for a decreased demand for engineering
services.
With the seasons's best wishes.
Sincerely yours,
G. B. McColl, A.M.E.I.C.
Some Salary Offers
Editor Journal : —
Owing to my position here as district engineer, t
am in receipt each week of a Government publication
called the " Canadian Official Record." In reading over
this paper I have come across some items which I believe
should be brought to the notice of Council for action.
On page 4 of the issue of November 5th, 1918, there
is a notice of positions vacant in the Civil Service, I quote
therefrom as follows: —
"2. A Clerk in the Statistical and Research
Branch of the Department of Labor at a salary of
$1,800.00 per annum. Candidates should be
graduates of a recognized university with training
in economics and research work and some knowledge
of office routine.
3. A Photographer for the Exhibits and
Publicity Bureau of the Department of Trade and
Commerce at an initial salary of $1,600.00 per
annum. Candidates must have a complete know-
ledge of photography, etc.
5. An Assistant Engineer in the office of the
Water Power Branch at Winnipeg, Department of
the Interior, at a. salary of 81,500.00 per annum.
Applicants should be British subjects, not more than
35 years of age. They should be graduates in
engineering of some recognized university and should
have at least two years field and office experience in
engineering."
Here is another, in the issue of December 3rd, as
follows : —
" 1. A secretarial clerk for the permanent
staff of the President of the Council, Grade D. of
the First Division, at an initial salary of $1,800.00
per annum. Candidates should know shorthand
and have office ability.
2. A female clerk in the Employment Division
of the Department of Labour at a salary of $1,600.00
per annum. Qualifications as in paragraph 2 above.''
3. An assistant engineer on the staff of the
British Columbia Hydrometric Survey at a salary
of 81,500 per annum." Qualifications as for the
other engineering position vacant."
Is The Institute interested in its members? Is it
taking any notice of the fact that the Civil Service
Commission is at present working on the reorganization
of the outside service and the question of the remuneration
for a great many members of The Institute.
It would look as though it were better to be a
" female clerk " than an engineer.
Yours sincerely,
One Affected, A.M.E.I.C.
UNCLASSIFIED
Eye, Sensibility. The Sensibility of the Eye to Light of Different Colors. Sci.
Am. Supp., vol. 86, no. 2236, Nov. 9, 191.3, p. 301, 1 fig. Results of measure-
ments carried out at Bureau of Standards.
Rolling Mills. Diagonals for Designing Rolls for Billet Mills, A. R. Mitchell
Iron Age, vol. 102, no. 20, Nov. 14, 1918, facing page 1198. Tables for
determining dimensions of passes when width and corner radii of billets are
given.
Spark Plugs. Note on the Effect of Temperature on the Resistances of Spark Plug
Insulations, J. D. Morgan. Engineering, vol. 106, no. 2758, Nov. 8, 1918,
pp. 513-51 l, 3 figs. Description of an investigation.
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
33
PERSONALS
Gunner W. G. Mawhinney, B.C.E. (Man.) S.E.I.C,
returned to Canada, December 20th, on the SS.
" Regina," and is spending a furlough at his home in
Tuelon, Manitoba.
Among the many members of The Institute who have
been rewarded for their bravery during the War, will be
noted with great satisfaction the name of Lieut.
Frederick Alport, A.M.E.I.C., who was recently decorated
with the Military Cross.
E. L. Cousins, A.M.E.I.C., chief engineer and
general manager, Toronto Harbour Commissioners, who
has been for the past six months acting as assistant fuel
controller for Ontario, has recently accepted the position
of industrial commissioner for the city of Toronto, in
which capacity his services will be gratuitously given.
Lieut. W. D. Stavely, is still another member of The
Institute to receive recognition for conspicuous bravery
while on active service, having recently been awarded
the Military Cross. Lieut. Stavely is a graduate of
McGill University and became an associate member of
The Institute in 1913. Before going overseas he was
with Thomas Kirk, A.M.E.I.C, Q.L.S.
Major A. Douglas Fisken, M.C., J.E. I.C., of Toronto,
was welcomed home recently after many months of
active service at the front. Major Fisken who is an
R.M.C. man, was in the thick of the fighting with the
Canadians, was gassed and severely wounded. He plans
to go to Victoria at an early date, pending his discharge
from the army, and anticipates residing at the Coast.
Boris A. Bakhmeteff, M.E.I.C., Russian Ambassador
to the United States, is now in Paris with other Russian
diplomats seeking to preserve a United Russia. In an
announcement to the Associated Press Mr. Bakhmeteff
stated that Russia has been granted a respectful hearing
by the Allies in her request for representation at the
Peace Conference.
V. I. Smart, M.E.I.C. formerly Professor of Railway
Engineering and Transportation, McGill University, and
J. A. Burnett, A.M.E.I.C, formerly Electrical Engineer,
Grand Trunk Railway System, are now associated as
Consulting Engineers, located at, 821 New Briks
Building, Montreal. The lines handled will be civil,
electrical and mechanical engineering.
H. T. Eaton, who is a student member of The Institute,
has received his commission as a lieutenant in the
Canadian Engineers. Lieut. Eaton has been with the
Canadian Expeditionary Force since 1914 when he
went overseas with the 1st Field Troop. He is a graduate
of Queen's University and was practicing as a civil
engineer in Controller Tyrrell's office, Toronto, before
enlistment.
Howard G. Kelley, M.E.I.C, President of the Grand
Trunk Railway System, in his New Year's Greetings to
the officers and employees said in part : —
" At the close of this eventful year, in which peace
has been restored to the world, I desire personally to
thank all officers and employees for the part they enabled
the Grand Trunk to play in winning the war by their
loval and efficient service."
The Dominion Government has appointed A. W.
Campbell, M.E.I.C, to report on the action which should
be taken by the Government in connection with the
construction and improvement of roads, for which it is
being asked to give its aid. Mr. Campbell was greatly
interested in the subject while Deputy Minister of Public
Works for Ontario about eight years ago before becoming
Deputy Minister of Railways and Canals, which position
he has lately resigned.
G. J. Lamb, Jr., J.E.I.C, has resigned his position
as acting engineer of the city of Port Arthur and accepted
an engineering appointment with the Kipawa Fibre Co.,
Temiskaming who are constructing a new town site in
connection with their plant, with housing accommodation
for about 7,000 people. R.S. & W.S. Lea and H. S.
Ferguson, members of The Institute, are the consulting
engineers for this work, the contract for which is held by
The Fuller Construction Co.
Brigardier-General Charles J. Armstrong, C.M.G.,
M.E.I.C, is receiving the congratulations of his many
friends on the honor bestowed on him by the King at the
New Year in being created a Companion of the Bath.
At the outbreak of the war he was one of the first to
volunteer and went over with the First Contingent as
Colonel in Command of the Engineers. He became
Brigadier-General and after receiving severe injuries
in a railway accident which kept him in hospital nineteen
months, he was attached to the Imperial forces. He
is now Chief Engineer of the Seventh Army Corps, and
in charge of the repair and reconstruction of canals in
Belgium and France. He also saw service in South
Africa.
Captain Geo. H. Ferguson, M.C, B.A.Sc,
A.M.E.I.C, of Toronto, has recently retired from the
army and expects to resume his former occupation at
an early date. Enlisting in the early days of the war
Captain Ferguson was in the thick of the fighting in the
forward area during the Somme, Vimy and Paschaendael
engagements and was continuously under fire during the
German advance in the spring of 1918 and remained
unhurt until the end of June, when his leg was broken.
Due to continuous exposure he suffered from complications,
which necessitated his returning home for a rest, where
he was convalescing when the armistice was signed.
Captain Ferguson's many friends in the profession wish
him a speedy recovery to enable him to continue his
successful engineering career.
34
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
Major F. L. C. BOND, A.M.E.I.C.
Major F. L. C. BOND, A.M.E.I.C.
Chief Engineer, Grand Trxink Railway
Major F. L. C. Bond, A.M.E.I.C, has been appointed
by the Executive of the Grand Trunk Railway as chief
engineer of the System to succeed H. R. Safford,
M.E.I.C., who resigned recently to become regional
director of the Central Western District, United States
Railroad Administration. Major Bond has just returned
from overseas after two years' service with the 10th
Battalion Canadian Railway Troops. He was born in
Montreal in 1877, was educated at Montreal High
School, the Collegiate Institute and McGill University.
Upon graduating from McGill in 1898 he entered the
service of the Grand Trunk as Assistant Resident Engineer
of the Eastern Division, and in 1901 was appointed
engineer in charge of double track construction. In 1902
he was night superintendent on the construction of the
Park Avenue tunnel, of the New York subway, but
returned to the Grand Trunk as Resident Engineer,
Eastern Division, a position which he held until 1913.
From 1913 to 1916, when he went overseas, Major Bond
was Division Engineer, . Eastern Lines, Grand Trunk
Railway System. He holds a high reputation in railway
and engineering circles, and his work with the Canadian
Expeditionary Force won the highest commendation.
OBITUARIES
Henry Martyn Peck, S.E.I.C.
News of the death but no particulars have been
received concerning Henry Martyn Peck, Student member
of The Institude, who died of wounds in France,
September 28th, 1918. The late Mr. Peck was twenty-six
years of age and was educated at Moncton College,
England and Toronto University. His home was at
324 Glen Road, Toronto.
Leonard Oswald Clarke, A.M.E.I.C.
On November 22nd, Leonard Oswald Clarke,
A.M.E.I.C, O.L.S., succumbed to an attack of influenza-
pneumonia at the age of thirty-seven years. He entered
The Institute as a Student member in 1903, and became
an Associate Member in 1906, at which time he was
town engineer of North Bay, Ont. During this time
the present water and sewer systems, including large
storage reservoirs, were designed and constructed.
Previous to this he was connected with F. W. Farncomb,
of London, Ont., and afterwards with the late Jos. Cozens,
at Sault Ste. Marie, Ont. For a number of years the late
Mr. Clarke engaged in private practice in North Bay,
following which he was engaged in contracting, mainly on
the Lake Superior Division of the Canadian Pacific
Railway.
Mr. Clarke was well know in the north country,
having laid out many of the town sites along the T. & N. O.
Railway, including Cobalt, Ont. He was a prominent
Mason, being Past District Grand Prior for Algoma
District. For the past three years Mr. Clarke has made
his home in Toronto, where he was buried on November
23rd, at Mount Pleasant Cemetery. His family will
make their home in Aurora, Ont.
Walter Kendall Greenwood, B.A.Sc., A.M.E.I.C.
After a brief illness from pneumonia, Walter Kendall
Greenwood, A.M.E.I.C, engineer of the Orillia Water,
Light and Power Commission, died at his home in Orillia
at the age of thirty-seven years. Born in Toronto on
June 1st, 1881, he entered the Upper Canada College in
1894 and later attended the University of Toronto,
graduating with honours in 1905. During his summer
holidays he occupied positions as draftsman with Canadian
General Electric Company, draftsman and engineer with
Hamilton Gas Light Company, assistant to superintendent
Toronto Niagara Power Transmission Line. For a year
he was manager and superinendent of the Bowman ville
Electric Light Company and later occupied a position
with the Producer Gas Company of Toronto. In 1907
he was resident engineer of the Simcoe Water Works
construction and in 1908 occupied a similar position at
Thorold, Ont., later securing the position which he
occupied at the time of his death.
The late Mr. Greenwood was elected an Associate
Member of The Institute in 1908 and took an active
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
35
interest in its affairs. At the time of the Professional
Meeting held in Toronto last spring, he took an active
part in the discussion of several of the papers. He was
a son of Russell Greenwood, of Toronto, and was held in
the highest esteem by all who knew him.
♦ ♦ ♦
]Yilliam John Galbraith, B.Sc, A.M.E.I.C.
An illness of only two weeks from influenza which
developed into pneumonia, caused the death of William
John Galbraith, B.Sc, A.M.E.I.C., at his home, 4145
Dorchester Street, Westmount, on Saturday, December
the 21st, at the age of 32 years. The late Mr. Galbraith
was a Montreal boy, having attended high school in this
city, graduating from McGill University in 1909. In
the statement of his engineering career, he mentioned
that he was engaged as a draftsman with the Dominion
Bridge Company, in 1902, previous to his entering McGill.
On his graduation he was with the Geological Survey in
British Columbia; about two years later, he was assistant
engineer on caisson work on the sub-structure of the
Quebec Bridge. As a contractor on his own account he
undertook a number of important works, including the
Government dock at Berthier, Que. ; dam and power house
at Ingles Falls, Ont.; two railway bridges at St. Hyacin-
the; reinforced concrete rib arch bridge over the Speed
River at Guelph, the wireless station at Newcastle, N.B.,
and the dam and power house over the Severn River,
for the Hydro-Electric Power Commission, Ontario.
In 1916 the late Mr. Galbraith joined the Foundation
Company as superintendent of construction, and devoted
his attention to the erection of shipbuilding plants at
Victoria, Seattle, Tacoma and Savannah, and at the
time of his death was engaged in construction of a ship
canal and shipyards at New Orleans. He had been
called to Montreal in connection with the valuation of
a shipyard for the Dominion Government.
An energetic, capable, construction engineer and
typically Canadian, at an early age engaged on some of
the largest construction works on the Continent, he had
already achieved success and his career promised to be
one far beyond the average.
He is survived by Mrs. Galbraith and one daughter.
Laurence Anablc Darcy, M.E.I.C.
Laurence A. Darey died suddenly at his home in
Sherbrooke, on November 29th, and was buried at the
Mount Royal Cemetery, Montreal, on December 2nd.
He was widely known in Canada in connection with
railway engineering.
In later years he had been mainly connected with the
building of the Transcontinental Railway, though in
the western construction camps of the Canadian
Northern and on various lines in the western United
States, " Larry " Darey was equally well known and
widely popular.
He was born in Montreal on May 8th, 1865, the
second son of the late P. J. Darey, Professor of French at
McGill University. He was educated at McGill University
and Union College Schenectady. He early entered the
profession of railway engineering some years in Georgia,
a year in Chili four years in the Panama and a period in
the western States were among his early railroad
experiences. In 1902 he married Ardella E. Murphy of
Decorah , Iowa . He was later with the Canadian Northern
in Saskatchewan and afterward with the G.T.P. at
Winnipeg. For a few years he was chief engineer for the
St. Maurice Construction Company at Three Rivers
and for nine years prior to the outbreak of war he was
divisional engineer on the Transcontinental Railway
above La Tuque, Que.
For the past four years the late Mr. Darey had
resided in Sherbrooke where he held the post of chief
engineer for the Good Roads movement. Ill health had
prevented him from engaging in active work for the last
two years but his death came unexpectedly. Disappointed
at the fact that his health prevented him from joining a
construction unit for overseas service, he went last
spring to the Rockies and spent two months at the
Yellowhead Pass in connection with the taking up of
steel for shipment to France.
He is survived by Mrs. Darey, who is at present
residing in Sherbrooke.
Albert James Hill, M.E.I.C.
One of the original members of The Institute passed
away on November 26th, at his home in New Westminster,
B.C., in the person of Albert James Hill, at the ripe age
of eighty-two years. He is survived by Mrs. Hill, one
daughter and two sons, F. T. Hill, of New Westminster
and E. B. Hill, M.E.I.C, of Vancouver.
The late Mr. Hill was born at Sydney, Cape Breton,
on April 7th, 1836, his parents being John Lewis and
Margaret Hill, the latter a daughter of Dr. Joseph Whyte,
R.N., of Banff, Scotland. His early education was acquired
at home and he spent several years associated with his
brothers in the building and launching of two schooners.
In 1860 he entered Horton Collegiate Academy, where he
completed his education, and in 1866 married Agnes
Lawrence, the youngest daughter of Alexander Lawrence
of St. John, New Brunswick. After spending two years
as a member of the faculty of Horton Academy, Mr. Hill
accepted an appointment on the European & North
American Railroad, assisting in locating the line to Winn
on the Penobscot River. During the next six years he
was connected with different railroad companies in their
exploration, survey and construction departments. After
that he turned from railway building to the development
of the coal resources of the country. He carried on a
geological survey of the eastern Cape Breton coalfields,
afterward embodied with the plans of the Dominion
geological survey and published by order of the govern-
ment. On January 1st, 1880, Mr. Hill was ordered to
British Columbia on the construction on the Canadian
Pacific Railroad, on the contract from Yale to Savona.
He continued in that work until October, 1882, when
he was removed to Port Moody, closing his connection
with the government service in December, 1884. He
then engaged in the private practice of his profession in
New Westminster. He was at one time engineer for the
Municipality of Surrey. He has rendered efficient
service both in public and private capacities to geological
36
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
research in his native province and in British Columbia.
His life work has been a valuable contribution to those
labors which figure as factors in civilization and general
improvement and he had a wide acquaintance among
those who are prominent in scientific and professional
circles throughout the country.
* * *
Professor William Muir Edwards, M.Sc, M.E.I.C.
The Edmonton Branch, and, in fact, the entire
Institute, suffered a severe loss in the death, on Thursday,
November 14th, of Professor William Muir Edwards, of
pneumonia following influenza. His death will cause the
deepest regret among a very wide circle of friends and
admirers, not only in the city of Edmonton, where he
was professor in civil and municipal engineering in the
University of Alberta, but throughout Canada. Few
Late Professor W. M. Edwards
men have the combined ability and devotion to public
service that were his. Following a brillant career at
McGill University, where he graduated with the degrees
of B.Sc. in mining engineering, and M.Sc, he was for
two years in charge of municipal engineering and mathe-
matics, also hydraulic engineering, at McGill University.
When the University of Alberta was organized in 1907
he was appointed to the professorial chair which he
occupied at the time of his death.
In university circles he was a leading member of
the Faculty, having held the Presidency of the Faculty
Club for five years. His interests in student welfare
were of the most varied character and always sustained
with unflagging energy. He took an active part in
athletics and trained the Varsity team in 1914 which
carried off the senior Provincial championship. He was
President of the Soldiers' Comfort Club and editor of the
"News Letter" which was sent every week to every student
of the University on active service. His public spirit
and citizenship was shown in his being the prime mover
in establishing the south side branch of the Young Men's
Christian Association and for two years he served as
officer commanding the 101st regiment.
He was also actively connected with Knox Presby-
terian Church of which he was an elder as well as a
member of the board of managers.
The following tribute to the late Professor Edwards
appeared in an editorial of the Edmonton Journal on
November 15th.
" Many devoted Edmonton men and women have
literally sacrified their lives in fighting the scourge which
has played such havoc here in the past few weeks and in
seeking to alleviate the suffering of those already stricken
down. Professor W. Muir Edward, of the University
of Alberta, belonged to that heroic band. The volunteer
work which has been done in this city during this period
of great affliction has been of the kind that gives one a
new faith in humanity. Whether, like him, they have
given the last full measure of devotion or whether they
have come safely through the dangers of their self-
imposed tasks, we cannot begin to render to them the
tribute that is their due.
Apart from this, the loss of Professor Edwards to the
city and the province is a most serious one. One of the
original members of the University staff, he did most
excellent work in his department both in the days of
small things for the institution and after it had attained
a large development. His engineering advice was often
sought and highly valued in connection with civic and
other undertakings.
Few men have a wider range of interests. He was
as active in church and Y.M.C.A. work as in the promotion
of athletics. Nothing which went to the building up of
clean, virile young manhood failed to attract his interest
and his energies. He had nothing whatever in common
with the ordinary notion of a university professor, living
in a world of abstractions apart from the world of men.
It is because the provincial seat of higher learning has,
in all that it has done, kept so close to the everyday life
about it that it has made such a place of usefulness for
itself and has made such a growth in its comparatively
short time of existence.
In the great years ahead of us, men like Professor
Edwards will be needed as never before and his death,
with all its attendant circumstances, is a most poignant
tragedy."
In the engineering profession in which he occupied
a high place his interest was constant. When the
Edmonton Engineering Society was in existence he
took an active interest in the organization and when
elected President arranged a re-organization as the
Edmonton Branch of the Canadian Society of Civil
Engineers, which gave Edmonton engineers better status.
Shorty before his death he helped the Edmonton Branch
to take a prominent part in provincial legislation and
the draft Act which the Branch has submitted is largely
his work.
The late Professor Edwards was born in Montreal,
November 14th, 1879 and is survived by Mrs. Edwards
and a small family.
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
37
Preliminary Notice of Application for Admission
and for Transfer
The By-Laws now provide that the Council of the Society shall
approve, classify and elect candidates to membership and transfer
from one grade of membership to a higher.
It is also provided that there shall be issued to all corporate members
a list of the new applicants for admission and for transfer, containing
a concise statement of the record of each applicant and the names of his
references.
In order that the Council may determine justly the eligibility of
each candidate, every member is asked to read carefully the list
submitted herewith and to report promptly to Secretary any facts
which may affect the classification and election of any of the candidates.
In cases where the professional career of an applicant is known to any
member, such member is specially invited to make a definite recom-
mendation as to the proper classification of the candidate.*
If to your knowledge facts exist which are derogatory to the personal
reputation of any applicant, should be promptly communicated.
Communications relating to applicants are considered by
the Council as strictly confidential.
The Council will consider the applications herein described in
January, 1910.
Fraser S. Keith, Secretary.
•The professional requirements are as follows: —
Every candidate for election as MEMBER must be at least thirty years of age,
and must have been engaged in some branch of engineering for at least twelve years,
which period may include apprenticeship or pupilage in a qualified engineer's office
or a term of instruction in some school of engineering recognized by the Council. The
term of twelve years may, at the discretion of the Council, be reduced to ten years
in the case of a candidate who has graduated in an engineering course. In every case
the candidate must have had responsible charge of work for at least five years, and this
not merely as a skilled workman, but as an engineer qualified to design and direct
engineering works.
Every candidate for election as an ASSOCIATE MEMBER must be at least
twenty-five years of age, and must have been engaged in some branch of engineering
for at least six years, which period may include apprenticeship or pupilage in a qualified
engineers' office, or a term of instruction in some school of engineering recognized by
the Council. In every case the candidate must have held a position of professional
responsibility, in charge of work as principal or assistant, for at least two years.
Every candidate who is not a graduate of some school of engineering recognized
by the Council, shall be required to pass an examination before a Board of Examiners
appointed by the Council, on the theory and practice of engineering, and especially
inoneofthefollowingbranches at hisoption Railway, Municipal, Hydraulic, Mechanical,
Mining, or Electrical Engineering.
This examination may be waived at the discretion of the Council if the candidate
has held a position of professional responsibility for five years or more years.
Every candidate for election as JUNIOR shall be at least twenty-one years of
age, and must have been engaged in some branch of engineering for at least four years.
This period may be reduced to one year, at the discretion of the Council, if the candidate
is a graduate of some school of engineering recognized by the Council. He shall not
remain in the class of Junior after he has attained the age of thirty-five years.
Every candidate who is not a graduate of some school of engineering recognized
by the Council, or has not passed the examinations of the first year in such a course,
shall be required to pass an examination in the following subjects Geography, History
(that of Canada in particular). Arithmetic, Geometry Euclid (Books I. -IV. and VI.),
Trigonometry, Algebra up to and including quadratic equations.
Every candidate for election as ASSOCIATE shall be one who by his pursuits,
scientific acquirements, or practical experience is qualified to co-operate with engineers
in the advancement of professional knowledge.
The fact that candidates give the names
of certain members as references does not
necessarily mean that their applications
are endorsed by such members.
FOR ADMISSION
BALFOUR— HARRY E., of Quebec, Que. Born at Emerson, Man., Jan. 22nd,
18S4. Educ. Vancouver high school, I. C. S., graphic statics and proportioning
materials, reinforced concrete construction. International Library of Tech. With
National Transcontinental Ry., as follows: 1906-07, draughtsman, Ottawa: Jan. 1907
to June 1907, draughtsman and topographer on location; 1907-09, asst. engr. on constr.
Resy. 21B (2 mos. acting res. engr.); 1909-10, draughtsman dist. office, North Bay;
Mar. to Nov. 1910, res. engr. Resy. 23, D; 1911-12, draughtsman in Winnipeg Car
Shops (3 mos. asst. engr. constr); 1912-13, draughtsman on design, Quebec Loco.
Shops; 1913-10, asst. engr. of constr., Quebec shop plant; 1916 to date, asst. engr.
Jos. Goeselin Ltd.
References: C. V. Johnson, A. C. Fellows, J. H. Holliday, W. N. Cann, D. A. Evans
D. MacPherson.
BALLS— MATTHEW, of Vancouver, B.C. Born at Ryton-on-Tyne, Eng.
Oct. 8th, 1887. Education, 2 yr. science course, Westoe higher grade school, South
Shields, Eng. 1906 (7 mos), with the S.P. & S. Ry., as rodman, leveller, etc.;
1907, draftsman, Northern Pacific Ry.; 1907-08, rodman and instrumentman,
S.P. & S.Ry.; 6 mos. on railway work in Alaska; with the N.P.Ry., from 1909 to 1915,
as rodman, topographer, etc., and res. engr.; 1915 to date, asst. engr., Dom. Govt
Hydrometric Survey.
References: T. H. White, S. H. Sykes, F,. R. Millidge, R. G. Swan, J. B. Challies,
F. W. Knewstubb.
BELLOWS— WARREN SYLVANUS. of Fort William, Ont. Born at Kansas
City, Mo. Aug. 15th, 1889. Education, B.Sc (C.E.), Univ. of Kansas, 1911. 1908, on
ry. constrn.. Union Pacific Ry.; 1909, ry. survey, Los Angeles aqueduct; 1910, bldg.
foreman, Wilson & Co.; 1911-13, dftsman, designer, etc., bridge dept., Kansas City
Terminal Ry.; 1913-15, supt. bldg. constrn., for Marsh, Hutton, Powers Co., Fort
William and Port Arthur; 1915-18, member of Fegles-Bcllows Engr. Co. Ltd., Fort
William, Ont., designing and constrn. of bldgs.
References: W. A. Duff, B. S. McKenzie, H. B. R. Craig, L. M. Jones, W. E.
Joyce, J. F. Greene.
BOESE— GEORGE PHILIP FREDERICK, of Calgary, Alta. Born at
Torton, England, March 3rd, 1880. Educ, science courses at Worcester and Notting-
ham, England. With C.P.R. as follows: 1907-1910, transitman and asst. to engr. in
chg., Montreal and Ottawa; 1910-11, engr. in ehg. of constr. of steel diversion and
tunnel and locating and estimating for water gravity systems, Lake Superior dist.;
1911-12, asst. engr. in chg. of constr. new line; 1912-14, res. engr. in chg. of constr
between Montreal and Toronto and at Trenton; 1915-17, work on mech. designs and
drawings for private concerns; 1917 to date, asst. engr. C.P.R., dept of natural resources
engr. branch at Lethbridge and Calgary.
References: A. S. Dawson, A. McCulloch, J. E. Beatty, C. W. P. Ramsey, If. 1,.
Sherwood.
BROWN— LOREN LEWIS, of Vancouver, B.C. Born at Portland, Ore., Jan.
22nd, 1887. Educ, B.Sc Civil Engineering, Univ. of Idaho, 1911. Instrumentman,
with the Spokane & Inland Ry; 1911-12, in chg. of concrete constr., Canadian Mineral
Rubber Co., Victoria, B.C. (paving); 1912-13, in chg. of frame and reinforced concrete
building constr. for the Westholme Lumber Constr. Co., Victoria; 1913-14, in chg. of
reinforced concrete building constr. for the B. C. Constr. Co., Victoria; 1914-15, testing
machine operator and computing engr., Forest Products Laboratories of Canada,
McGill Univ.; 1915 to July 1918, Lieut. 1st Canadian Tunnelling Co. At present time
superintendent, Forest Products Laboratories of Canada, Univ. of B.C., Vancouver,
B.C.
References: A. Lighthall, C. E. Webb, R. G. Swan, W. J. Johnston, E. G.
Matheson.
BUCHANAN— COLIN ARCHIBALD, of Levis, Que. Born at Levis, Que.,
Sept. 14th, 1889. Educ, 3 yrs. applied science, McGill Univ. With T. C. Ry., as
follows: 1907-10, draftsman; 1910-13, instrumentman, dist. B.; 1914 (3 mos.), instru-
mentman, (3 mos.) res. engr.; May 1916 to Sept. 1916, with Messrs. W. P. & J. T.
Davis, contractors, as asst. engr.; Lauzon Dry Dock, Sept. 1910-Oct. 1917, and summer
of 1918, instrumentman with Quebec & Saguenay Ry. At present 4th yr. student
Civil Engineering, McGill University.
References: H. M. MacKay, E. Brown, A. Ferguson, A. Dick, W. N. Cann,
A. Babin.
CAMPBELL— NEIL, of Ottawa, Ont. Born at Perth, Scotland, Nov. 25th,
1887. Educ Crieff, Acad. Perthshire, Sharps Inst., Perth, and school of engineering,
Dundee, Scotland. 1905-09, pupilage in dist. engr's office, Caledonian Ry. Co.
Perth; 1909-10, res. engr. on constr. work for C. Ry. Co.; 1911-14, draughtsman,
instrumentman and acting res. engr. on location and constr., C.P.R.; 1915, engr. with
Imperial Munitions Board on shell production work; 1916-17, field engr., Dom. Bridge
Co., on munitions plant, constr. and maintenance; 1918, to date, production engr. in
shipbuilding dept., Imperial Munitions Board, Ottawa.
References: C. W. P. Ramsey, F. MacArthur, L. W. Klinger, W. H. McGaan,
L. J. M. Howard.
CHILDERHOSE— ER WIN ALFRED, of Winn peg, Man. Born at St. Thomas,
N. Dak., U.S.A., April 14th, 1894. B. E. E., i Manitoba, 1917. Instrument-
man on roads and drainage; draughtsman in elec engr's office; elec eng. on power
house and substation constr. and installing of machinery; at present asst. to ch.
engr., city of Winnipeg, Light and Power dept.; in chg. of installing apparatus in
generating station ana constr. of substations ana equipment, elec. wiring and installation
of plants in public buildings.
References: E. V. Caton, W. M. Scott, E. E. Brydone-Jack, G. C. Dunn, F. H.
Farmer, J. M. Leamy, T. Roberts.
COLHO UN— GEORGE ANDREW, of Hamilton, Ont. Born at Sparta, Ont.,
Dec. 23rd, 1881. Educ. S.P.S., Toronto, 1908. 1903 (9 mos.), in machine shops and
foundry of Thorn's Imp. Works, Watford, Ont.; 1901 (3 mos.), in office of Stanley
Code, C.E., Alvinston; with the Hamilton Bridge Works Co., as follows: 1906-09
detailer of structural steel drawings; 1909-14, checker of structural steel drawings for
buildings, bridges, etc.; 1914, and at present time, with Hamilton Bridge Works in
designing and estimating dept., making and checking designs and estimates of all
kinds of structural steel.
References: J. A. McFarlane, E. H. Darling, E. H. Pacy, J. G. Jack, A. S. Code.
CROLY— JOHN BULL, of Vancouver, B.C. Born at Cork, Ireland, Jan. 8th,
1867. Educ. Queen's Coll., Galway, Ireland, certificate for military engr. 1900-06,
temporary surveyor on civil staff of R. E.; 1903-11, on engr. staff, C.P.R., as inspector
of steel bridges, elevators, freight sheds, etc.; 1911-12, municipal engr. Chilliwack
B.C., in chg. of constr. work; 1913, with prov. Govt as inspector of steel on the new
Parliament Bldgs., Victoria, B.C.; 1 yr. with Messrs. Waddell & Harrington, bridge
designers, Kansas, U.S.A.; in chg. of erection of bridges at Vancouver, B.C.; at preseni
with Robert Hunt & Co., consulting engrs., Vancouver, B.C., as inspecting engr
References: F. F. Busteed, H. Rindal, C. E. Cartwright, A. D. Creer, C. B.
Freeman.
38
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
DANKS— FRANK A., of Toronto, Ont Born at Petrolea, Ont., March 20th, 18S8.
Educ. C. E. Univ. of Tor., 1908. 1908 with Allen Hazen, N.Y., as dftsman on design
of Tor. filtration & asst. on eonstr. Yonkers filtration, 1009-10 asst. works dept. Toronto
on constr. Tor. filtration, 1910-13. F. H. Latimer, Penticton, B.C., cm Hydro-elec.
survey & installation, irrigation & subdivisions, 1913 bridge designer, Kettle Valley Ry.,
Penticton, 6 mos. transitman on roadways, Toronto, 1913-18 asat \v;it,er supply section,
Toronto, installation of steel conduits & Toronto Drifting Sand Filtration plant, 1918
constr. supt. J. B. Nicholson Ltd., Hamilton and at present constr. cngr. Biitish
Forgings.'Ashbridges Bay, Toronto, under P. R. Miller.
References: F. H. Fatimer, J. B. Nicholson, J. Milne, G. G. Powell, R. B. Evans.
FULLER— HAROLD PAUL, of St. James, Man. Born at Bury, Que., Nov. 4th,
1887. Educ. high school & I. C. S. course in C. E. Summer 1907 rodman with G.T.R .
Aug. -Dec. 1908 leveller on location Q. O. R , Apr. -Aug. 1909 asst. to field engr,
J. G. White & Co., survey pouvr development at St. Timothy, Que. Aug. -Dec. 1909
inspector of constr. under engr of eonstr. Montreal & Southern Counties Ry., 1910-14
instrumentman on constr., location* maintenance G. T R., 1915-16 instrumentman
C. N. R., 1910 to date asst. cngr. C. N. R.
References: A. T. Fraser, T. Turnbull, W. Walkden, T. W. White, W. Burns,
J. N. dcStein, J. T. Morkill, J. A. Burnett.
GAINES— EDWARD C, of Montreal, Que. Born at Slater, Missouri, Feb.
1st, 1878. Educ. B.S. in E.E ., Univ. of Missouri, 1900. 1900-01, Supt. Elec. Light
& Motor Plant, Holden, Mo., 1901-02, crane inspector and foreman of maintenance
and operation elec. dept,, Hamstead Steel Works of Carnegie Steel Co., Pittsburgh,
IV; with Heyl <& Patterson, of Pittsburgh, Pa, as follows: 1902-0(i. draftsman;
1906-11, asst. div. engr.; 1911-16, div. and elee. engr. in ehg. of design of coal and ore
handling machinery, etc ; 1916-18, designing meeh. engr.. Dominion Bridge Co., Mon-
I real ; at present engr., rranc and conveyor dept., Dominion Bridge Co., in ehg. of dept.
References: II. II. Vaughan, G. II. Duggan,
Shear wood, A. E. Johnson.
W. F. Angus. E. S. Mattice, F. P.
HOBSON— ROBERT, of Hamilton, Ont. Born at Kitchener, Ont,, Aug. 13th,
18G1. Educ. public schools, Guclph and Hamilton. 17 yrs. with chief engr. of
G. W. & G.T.Ry. (his father); in the iron and steel business since 1890; at the present
time president Steel Co. of Canada.
MACDONALD— WILLIAM COLE, of Woodmans Point, N.B. Born at Shelburne,
N.B., May 9th. 1884. Education, E. E. course, Dalhouse Coll. 1907-13, dftsman,
instrumentman and res. engr., N.T.Ry.; 1913-14, res. engr., C.P.R., Sudbury; 1911-11','
engr., Cook Constrn. Co., on Montreal aqueduct; 1916, to present time, engr and
accountant, Kennedy & MaeDonald, St. John & Que. Ry., Woodmans Point.
References: C. O. Foss, H. Longley, W. J. DeWolfe, R. II. Gushing.
McCALL— JA MES FERGUSON, of Calgary, Alta. Born at Dumfries, Scotland,
Oct. 12th, 1868. Educ. public school. Mach. shop practice on constr. and repairing
and erection of steam machy. For 2."> yrs. in responsible chg. of steam boilers, engines,
turbines, elec. generators, etc. At present chief engr. of the city of Calgary, Power
dept.
References: G. \V Craig, A. S. Chapman, W. J. Gale, C. M. Arnold.
MILLS— GEORGE ARTHUR, of Winnipeg, Man. Born near Independence,
Iowa. July 5th, 1885. Education, B.S. (E.E.), Iowa State Coll., 1909; one yr. post
grad. in E.E., Univ. of Penn. 1909-10, apprentice with Allis-CI, aimers Mfg. Co.;
1911-17, elee. cngr, Waterloo, Cedar Falls & Northern Ry.; Dec. 1917, to date.
Winnipeg Elec. Ry. Co., and since April, elec. engr. in charge of power anil transmission,
etc.
References: E. V. Caton, G. L. Guy, E. C. Hanson, T. L. Roberts, \. \v. I.amont,
S . Wilkins.
MILNF.— WINFORD GLADSTONE, of Hamilton, Out. Born at Malvern,
Ont., June liilh, 1S77. Educ. 2'A yrs. S. P. S. Tor., meeh. arid elec. engr.; 1 yr.
Lindsay Light. Heat. * Power Co.; 1 yr. W. A. Johnston Elec. Co., Toronto, in ohg.'of
installation contracts, including generating equipment; 6 yrs. superintending and
developing process for manufacture of peat fuel and machinery for harvesting the
dry peat; 9 yrs., and at present time, plant engr., Hamilton Bridge Co., Ltd., responsible
for eo's equipment arid design and constr. of new equipment for shop and field, and
recently the design and eonstr. of what is believed to bo the largest standard gauge
bridge erection derrick can in existence. At present occupied with special features
of ship constr. of much new equipment.
References: J. M. R. Fairbairn,
W. J. Francis, W. F. Tye.
H. II. Vaughan, G. II. Duggan, H. It. Safford,
Jack.
References: R. L. Latham, E. II. Pacy, E. H. Darling, J. A. McFarlane, J. G.
HO WARTH— CHARLES, of Calgary, Alta. Born at Newport, England,
July 21st, 1885. Educ. tech. courses, Board of Educ., London; in maths, and mcehs.,
and general engr., City & Guilds School of Tech., London; apprenticed as meeh.
engr. with Emlyn Engr. Wks., Newport, England; 1906-08, student dftsman, Uskside
Engr. Co.; and 1908-11, foreman dftsman at same place. 1911-13, supt. of eonstr.,
Albert Engr. Co., Calgary; 1913, dftsman Northwest Steel Co., Vane; 1911, dftsman
under C. M. Arnold, bridge engr., Calgary; 1915, to date, ch. engr., United Grain
Growers Ltd., in chg. of all engr. work required by the company.
References: C. M. Arnold, F. W. Alexander, G. W. 0'raii
Gale, A. S. Chapman, H. S. Johnston.
C. H. deKam, W. J.
HUETHER— ALVIN DAVID, of Niagara Falls, Ont. Born at Newstead, Ont.,
July 24th, 1887. Education, B.A.Sc, Univ. of Toronto, 1909. 1909-1911, in city
hall as rodman, instrumentman and dftsman, Toronto; 1910, trstman, D.L.S., Alta.;
1911, asst. to city engr., Owen Sound; 1912-16, in city hall, Toronto, as dftsman and
res. engr. in sewer dept.; 1916-1918, not in eng. work; at present time instrumentman
for Hydro Elec. Power Comm'n.
References: T. H. Hogg, W. Jackson, G. F. Hanning, R. McDowall, W. R.
Worthington, E. G. Hewson.
JONES— THOMAS MARSDEN, of Toronto, Ont. Born at Cardigan, South
Wales, Feb. 25th, 1886. Educ. Tech. Inst., Newport, Mon. Courses in steam
applied mechs., machine constr., practical math., South Kensington, London. 1901-07,
apprenticed with the Newport, South Wales Docks & Ry. Co., England, 4 yrs. machine
Bhop, 1 yr. pattern shop and foundry, and 1 yr. drawing office; 1907-08, marine engr.,
trading to the Mediterranean and Black Sea, in chg. of watch on main engines;
1908-10, engr. with Jordans Ltd., Newport, Mon., Pipe Foundries & Engrs., in chg. of
constr. of installation of Herberts' Patent Hydraulic Pipe Moulding Machines, and of
modern gas drying systems for pipe moulds, etc.; 1910-11, Caledonian Iron Works,
draughtsman on Worthington Turbine Pumps; 1911-13, ch. engr., Canada Iron Cor-
poration, in ch. of all new equipment and constr. in Canadian plants; 1913-16, Can.
Allis-Chalmers Ltd., Toronto, ch. designer of Mather & Piatt Turbine and Centrifugal
Pumps; 1916, to date, ch. engr. and manager of the Bawden Pump Co. Ltd., Toronto.
References: J. Milne, C. L. Fellows, P. Gillespie, R. O. Wynne-Roberts, E. A.
James.
LARSON— CARL HERMAN, of Cabri, Sask. Born at Skofde, Sweden, July
26th, 1872. Educ. B.S., Nebraska, 1902. 1902-03, with Chicago Great Western
Ry., concrete inspector and instrumentman; 1904-06, with C.R.Ry. as concrete
inspector and instrumentman; 1906-09, with C.R.Ry., res. engr. in chg. of grading,
and Saskatoon bridge and terminal constr.; 1910-14, with C.P.Ry., in chg. of railway
and constr. work; at present time municipal engr., R. M. Riverside, in Sask.
References: W. A. James, J. G. Sullivan, J. Callaghan, J. R. C. Macredic, A.
McCullough.
MACDONALD— AUSTIN PERCY, of Minto, N.B. Born at Moncton, N.B.,
March 30th, 1892. B.Sc, Univ. of N.B., 1917. Summers of 1916 and 1917, with
N. B. Crown Land Survey; 1918, and at present, engr. Rothwell Coal Co., Ltd., Minto,
N.B., in chg, of stripping operations.
References: J. A. Stiles, A. K. Grimmer, S. B. Wass.
MUNRO— ST. JOHN, of Vancouver, B.C. Born at Walkden, England, June
21th, 1888. Educ. private school in England; 2nd yr. engr. School of Tech., Man-
chester, and recent tuition by E. G. Matheson in structural cngr. 1906, with I).
P. \Y., Manitoba, and C. C. Chataway, surveyor, Winnipeg, as rodman, etc.: with
C. N. R , as follows: 1907-12, transitman on location; 1913, res. engr.,
Prairies, 1911-1.5, res. engr., Ycllowhead; 1916, res. engr., maintenance of way;
1917-18, on leave of absence from C.N. R., supervising engr. for Pratt & Ross, Winnipeg,
with full chg. of constr. of C.N.R.'s station and freight and train shed, Vancouver,
B.C. At present time res. engr. maintenance of way dept., C.N.R., Vancouver, B.C.
References: II. A. Dixon, T. H. White, E. G. Matheson, R. P. Wilson, D. A. Ross,
G. R. Pratt.
NESHAM— LIONEL CHARLES, of Ottawa, Ont. Born at Torquay, Eng.
Nov. 5th, 1892. Education, B.Sc, McGill, 1916. Nov. 1911-Oct. 1912, computer
and recorder, Geodet. Survey of Canada; May 1913-Nov. 1916, on the Internat.
Boundary Survey, as topographer, etc.; 1916-1917, inspec. for Montreal Tramways
Co. underground conduit system (2 mos.); 1917-18, instrumentman on gen. constrn.
and hydrographic surveys, Port Nelson Terminals; at present time draftsman, dept. of
Rys. and Canals, Ottawa.
References: D. W. McLachlan, J. J. McArthur, E. Brown, H. M. MacKay,
C. B. Daubney.
NEVILLE— EVERETT ARTHUR, of Windsor, Ont. Born at Gosficld South,
Ont., Jan. 8th, 1887. Education, B.Sc, Univ. of Toronto, 1911. Summers 1909 and
1911, transitman, D.L.S. party; summer 1910, transitman on location, G.T.P.; 1912-13,
chief of survey party for Dom. Govt.; 1914-15, right of way surveyor for G.T.P., in
B.C.; 1916-17, dftsman Can. Steel Corp., Ojibway; July 1917, to date, asst. to city
engr., Windsor.
References: M. E. Brian, 0. McKay, J. A. Heaman, W. H. Powell, J. S. Nelles,
N. C. Stewart,
OWENS— JAMES EDWARD, of St. John, N.B. Born at Fredericton, N.B.,
June 12th, 1894. Education, B.Sc, Univ. of N.B., 1915. 3 summers timekeeper with
Powers & Brewer, Dom. Atlantic Ry. ; 1 summer with city engr. of St. John; 1915-16,
dftsman and estimator. Union Fdy & Machine Wks. Ltd.; 3 mos. dfstman on survey
St. J. & Que. Ry.; 1916 to date, office engr. St. J. & Que. Ry.
References: C. O. Foss, R. Thompson, H. A. Ryan, J. A. Stiles, S. B. Wass.
PALMER— ROBERT KENDRICK, of Hamilton, Ont. Born at Geneva, N.Y.,
Jan. 16th, 1872. Education, B.Sc. (C.E.), Univ. of Michigan, 1894. 1894, dftsman,
American Bridge Works; 1895, dftsman, New Columbus Bridge Co.: 1896, dftsman,
Elmira Bridge Co.; 1896, to date, with Hamilton Bridge Co., as chief dftsman, designer;
and at present time, chief engr.
References: P. B. Motley, R. L. Latham, J. M. R. Fairbairn, W. P. Chapman,
J. L. Weller, J. A. MacFarlane, E. H. Darling.
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
39
REID— JOHN ALEXANDER, of Cobalt, Ont. Born at Halifax, N.S., Oct.
23rd, 1877. Educ. B.Sc, Queen's Univ., 1902, licensed assayer of B.C. May-Sept.
1900, in chg. of stamp mill, Torquoy Mining Co., Moose River, N.S.; Mav-Sept.
1902 and 1903, exploration work, Ham. Steel & Iron Co., Hamilton; Sept.-Dec. 1902,
assaver and surveyor, Brookfield Mining Co., N.S.; Nov. 1903- April 190t, asst. assayer,
Le Roi No. 2 Miuing Co., Rossland, B.C.; with Daly Reduction Co., Hedley, B.C.;
June-Oct. 190.3, asst. assayer; Oct.-Nov. 190.3, ch. assayer; 1901-05, asst. to R. W.
Brock (late dir. geol. survey), on examination of mines at Rossland and Phoenix, B.C.;
1907-08, cyanide foreman on various reduction works for mining companies in Mexico,
May-Nov. 1909, exploration work, Temiskaming dist. for B. C. syndicate, in chg. of
exploration work for private syndicate under F. W. Connell on exam, work and develop-
ment of silver mining property in Portland canal and Skeena dists., B.C.; April- Nov.
1910, and in Mexico 1910-12, fall of 1913 mine exam, in E., Que., for Can. Mining
& Explor. Co.; Jan.-Oct. 1914, field and exam. engr. in northern Man. and Sask. for
Can. Min. & Explor. Co.; session 1915-16, asst. in dept. of mining and metallurgy,
Queen's Univ.; 1910, to date, field engr. and mining geologist for M. J. O'Brien Ltd., on
exam, and valuation of outside properties.
References: J. G. Dickenson, R. W. Leonard, J. C. Gwillim, A. V. Redmond,
W. P. Wilgar, W. R. Rogers, J. B. Harvey, H. W. Sutcliffe.
SANDOVER SLY— R. J., of Campbellton, N.B. Born at Warminster, Wiltshire,
England, Jan. 9th, 1886. Educ. grammar school (English), 3 yrs. articled pupil
under A. F. Long, municipal engr., Wilts , classes at South Kensington School of
Art., in chg. of constr., Huutsville, Ont., under late Gait Smith, Toronto, and under
T. Aird Murray, Dec. 1909- Mar. 1910, acting town engr., Oshawa, Ont.; 1910-11, in
chg. of constr., Kitchener, Ont., under Herbert Johnston, city engr.; 1911. to date,
town engr., Campbellton, N.B., in chg. of all engr. work since town was destroyed
by fire in 1911.
References: H. Johnston, G. Stead, F. G. Goodspeed, E. A. James, F. Chappell,
G. G. Murdock.
SEDGWICK— ARTHUR, of Toronto, Ont. Born at Windsor, Ont.. April 22nd,
1884. Educ. S.P.S. Tor., 1909. Rodman and instrumentman on Detroit River
tunnel during college vacations; 1909-10, engr. in dig. Dog Lake Dams constr. of storage
dams at head waters of Kaministiquia River, 1911, to date, asst. engr., Ont. dept.
of Public Highways, on the administration of provincial aid to county highways,
building object lesson roads and examination of plans for highway bridges for Ontario.
References: R. P. Fairbairn, A. J. Halford, W. A. McLean, G. Hogarth, E. A.
James, W. R. Rogers.
STEWART— ROBERT ADDIE, of Winnipeg, Man. Born at Chapelhall,
Scotland, Sept. 21st, 1881. Educ i yrs. course, evening class, mcch. engr.; 2 yrs. course
(evenings), Glasgow and West of Scotland Tech. Coll., I.C.S. course: 7 yrs. apprentice-
ship. 3 yrs. with D. Rowan & Co., Glasgow; 1 yr. Barclay Curb Co.; 8 yrs. with
C.P.R. (3 yrs. foreman); 3 yrs. boiler inspector foreman, C P R; 2 yrs. engr.. Tribune
Publishing Co.; 1916, eh. boiler inspector province of Man., and at present acting ch.
inspector. Bureau of Labor, province of Man., in chg of boiler, factory and elevator
inspection.
References: E. Hanson, G. L. Guy, J. M. Leamy, II Edwards.
SVENNINGSON— SVEN, of Montreal. Born at Christiania, Norway, Mar.
19th, 1884. Education, Mech. Engr.., Christiania, 1907, and apprenticeship. 1907-08,
designing and drafting of water turbines, Christiania; 1908-09, in charge of dsgn. and
constrn. of rubber mfg. plant in Norway; 1909-11, gen. dftg. and inspec work, Pa.
Water & Power Co.; 1911-12, dsgr. of water and steam power station. Win. Fargo,
Jackson, Mich.; 1912-13, dsgn. and constrg. high tension transnvssion lines for Stone
& Webster; 1913, to present time, with Shawinigan Water & Power Co., in charge of
mech. and structural dsgns. for Cedar Rapids Mfg. Co., and special engr. in chrgc of
desgn. and engrg. supervision of constrn.
References: J. C. Smith, C. E. Fraser, J. H. Brace, F. T Kaolin, J. Morse
TI M M— CHARLES HENRY, of Westmount, Que. Born at Sheffield, England,
Aug. 16th, 1877. Educ. public school, 4 yrs., Montreal Tech. Night School. 4 yrs.
apprenticeship with James Cooper Mfg. Co., 1893-97. In 1901, in James Cooper Mfg.
Co's drawing office as junior draftsman, 1003-Ot, with Rand Drill Co., as draftsman;
1904-05, with Can. Foundry Co., Toronto; May 1909-08, with A. W. Robinson, steam
shovel and dredge engr., as elevation draftsman on dredges for River Nile and River
Niger; 1908-09, work on Dredge No. 10 for Sir John Kennedy, eh. engr., Montreal
Harbour; 1909-13, elevation draftsman, C. P. R. Angus Shops; 1913-15, draftsman
with St. Lawrence Bridge Co., on erection of Quebec bridge; 1915, to date, with
Dominion Bridge Co., as ch. draftsman in chg. of mech. superintendent's drawing
office.
References: G. II. Duggan, Sir John Kennedy, H. H. Vaughan, G. F. Porter,
A. L. Harkness.
WARD WELL— WILLIAM HENRY.of Westmount, Que. Bornat Buffalo.N.Y.,
on June 8th, 1875. Educ. Buffalo grammar and high school courses, mech. engr.,
Cornell Univ., 1897. 1891-93, machinist with Jno. T. Noye Mfg. Co., 1897, with
Buffalo Engr. Co., in chg. of design and constr. of sub-contract on Great Northern
Elevator; 1898-99, head of testing dept , with J. I. Case Co., Racine, Wis.; 1899-1900,
supt., Wisconsin Wheel Works, Racine, designed and rebuilt this plant when same
burned down in 1900; 1901-04, ch. engr. and supt. of constr. with Shawinigan Carbide
Co., in complete chg. of constr. and equipment of plant; 1901-07, gen. manager,
Continental Heat & Light Co.; 1907-11, gen. manager Shawinigan Carbide Co.; 1912-13,
Reynolds Wardwell Co., engrs , Montreal; 1913-17, consulting engr., Montreal
specializing in fireproof design and construction. At present time Major, Engrs.,
U.S. Reserve, on duty in France special duty with the constr. dept. of the Aviation
Section of the Signal Corps.
References: J C. Smith, R. M. Wilson, A. Adams, B. Leman, J. A. DeCew, II M.
Lamb.
WEEKES— MELVILLE BELL, of Regina, Sask. Born at Brantford, Ont., Nov.
28th, 1875. Educ. B.A.Sc., Tor., 189S, Ont., Sask. and Dominion Land Surveyor.
Asst. to city engr., Brantford, on general work and flood prevention work. 1901,
drainage work at Winchester, Ont.; 1902-05, Dominion surveys in Alberta and
Manitoba; 1908-09, in chg. of road surveys and drainage in Sask.; 1910, to date,
director of surveys for the province of Sask.
References: T. H. Jones, H. S. Carpenter, W. T. Thompson, C. P. Richards,
H. G. Phillips.
WINCKLER— GEORGE WALTER, of Toronto, Ont. Born at Cochin, India,
2nd Dec, 1844. Education, C.E., Calcutta University, 1865, and Sanitary Institute,
Great Britain, 1S70 (A.M.I.C.E., 1871). Govt, of India public works dept.; asst.
engr. on state rys. 8 yrs.; executive engr. in charge of a div.; then transferred to roads
and bldgs. branch in exec, charge; during the Afghan War, on the Boland Pass on rys.
surveys to Quetta; afterwards transferred to Assan in exec, charge of roads and bldgs.;
later in exec, charge of state rys. surveys, Cumbum dist.; at the present time consl.
engr. at Toronto, Ont.
References: L. M. Arkley, R. O. Wynne-Roberts.
YOUNG— WILLIAM IRVING, of St. John, N.B. Born at Brockwav, N.B.,
Oct. 10th, 1882. Education, B.Sc, Univ. of N.B., 1910. Topographer for Roberval &
Saguenay Ry. Co.; 1912, to present time, instrmtman and then res. engr., St. J. & Que.
Ry.
References: C. O. Foss, D. F. Maxwell, S. B. Wass, R. Thompson.
FOR TRANSFER FROM THE CLASS OF ASSOCIATE MEMBER TO THAT
OF MEMBER
ARMSTRONG— JOHN, of Winnipeg, Man. Born at York Co., Ont., May
17th, 1873. Educ high school, B.A.Sc, Tor., 1897. Instrument work with O.L.S,
during summer vacations; 1898-190}, asst. engr. C.N.Ry., in chg. of location parties
and constr.; 1903-06, locating engr., G.T.P.Ry.; 190 i-Os, dist, engr., G.T.P.Ry., in
chg. of location from Saskatoon to Prince Rupert, B.C., and inspector of constr. for
the National Transcontinental Ry. through N.B. and Que; 1908-13, dept. Rys. &
Canals, Hudson Bay Ry., as ch. engr.; 191 4-15, ch. engr. Hudson Bay, Peace River &
Pacific Ry.; 1916-18, div. engr. Greater Winnipeg Water Dist , on eonstr. of aqueduct
Irom Shoal Lake to Winnipeg; at present div. cmjr., Greater Winnipeg Water Dist.
References: M. H. Macleod, W. G. Chace, W. A. Bowden, T. Turnbull, G. C,
Dunn, J. A. Heaman, A. E. Doucet, G. Grant.
BOND— FRANK LORN CAMPBELL, of Montreal. Born at Montreal,
Feb. 21, 1877. Educ, B.Sc, McGill, 1898. 1898-1901, asst. res. engr., G.T.R., also
instrumentman, draftsman, etc.; 1901-02, asst. supt. on constrn. of Park Ave. Tunnel,
N.Y.C.; 1902, to date, with the G.T.R. as. res. engr. and div. engr., eastern lines, and
in December, 1918, chief engr. Serving in France, 1916-18, as company commander,
10th Batt., CRT.
References: F. P. Gutelius, J. M. R. Fairbairn, F. W. Cowie, H. R. Safford,
P. Johnson.
COLE— FRANCIS THORNTON, of Quebec, Que. Born at St. Catharines
Ont., July 8th, 1884. Educ, B.Sc, McGill Univ., 1910. Summer 1907, draughtsman,
Phoenix Bridge Co.; summer 1908, on erection Montreal harbour sheds; summer
1909, inspection of various work around Montreal for Inspection Co.; with Dom.
Bridge Co., as follows: 1910-11, draughting, designing and estimating; 1912, res. engr.
in Toronto; 1913, to date, ch. engr. of Eastern Canada Steel Co., Quebec, in ch. of all
structural steel contracts.
References: E. S. Mattice. P. L. Pratlev, F. P. Shearwood, D. C. Tennant, W. V.
Taylor, A. C. Fellows, J. Ruddick, W. D. Baillarge.
TOBEY— WILMOT MAXWELL, of Ottawa, Ont. Born at Picton, Ont.,
May 14th, 1877. Educ MA.. Tor., Gold Medal. Math , 1900, D.L.S., D.T.S.,
1901-05, with International Boundary Survey fln rectification of 49th parallel between
B.C. and Idaho; 1906-09, taking special course under the late Dr. King in connection
with present work; 1910-18, examiner on Board of Examiners for Dom. Land & Topo-
graphic Surveys, succeeding late Dr. King, Supt. Geodetic Survey, on examination of
accuracy of all field work of the Geodetic Survey and refinement of such work, at
present asst. supt. and geodesist of the Geodetic Survey.
References: N. J. Ogilvie, J. J. McArthur, W. J. Stewart, J. B. Challiea, G. G. Gale.
VAUGHAN— FRANK P., of St. John, N.B. Born at Liverpool, England, 1874.
Educ Regent Coll , Southport, England. 1891-92, New Westminster & Barrard
Inlet Telephone Co., Vancouver, B.C.; 1892-95, B. C. dist. Telegraph & Tel. Co.,
Vancouver, B.C., Nanaimo Telephone Co., Vane. Island, B.C.; 1895-96, Yarmouth
St. Ry. Co., Yarmouth, N.S.; 1896-97, Northern Elec. Wks., St. John; 1897-99, G. M.
Ongier & Co., elec. engrs., Boston, Mass : 1S99-19O0, Wilkinson & Co.. elec. engrs. &
contractors, and Lord Elec. Co., Boston; 1900-02, The General Elec. Co., Schenectady,
N.Y , testing dept.; 1902-06, business for self, elec. engr. and contractor; 1906-18,
engr. and manager The Vaughan Electric Co., Ltd.
References: J. A. Shaw, M. A. Sammett, C. C. Kirby, A. Gray, A. R. Orookshank,
C. P. Edwards, J. K. Scammell.
DERROM— DONALD LAIRD, of Chicago, 111. Born at Caracas, Venezuela,
South America, July 1885. Educ, B.Sc, McGill Univ., 1910. 1902-00, apprentice
mach., G.T.R., and rodman on western div., C.P.R. ; 1908, and 9 summer vacations
designing draftsman in mach. experts office, G.T.R. , Montreal; 1910, in chg. of loco
terminals, G.T.R., Depot Harbour, Ont.; 1911, in chg. of loco, terminals, Belleville,
with Can. Venezuelan Ore Co., as follows: 1912, mech. and elec. engr.; 1913, supt. of
constr.; 1911, manager with Can. Cement Co.; 1915, mech. supt., Winnipeg Mill;
1916-17, supt. of shops, munition dept,; 1918, and at present, works manager for
Winslow Bros. Co., Chicago, on manufacture of shells.
References: H. O. Keay, F. B. Brown, C. J. Chaplin, II. M. MacKay, V. I. Smart,
W. McNab, R. J. Durley, H. M. Jaquays.
McARTHUR— FRANKLIN, of Guclph, Ont. Born at Vanderbilt, Mich., March
12th, 1885. Educ. B.Sc, Queen's Univ., 1907. 1907-08, asst. engr., Guelph; 1908-09,
city engr., Guelph; 1909-11, municipal engr. for Yorkton and other Sask. towns;
Jan.-Aug. 1912, res. sanitary engr. to the bureau of Public Health, Prov. Sask.;
1912-15, city engr., Regina, Sask.; 1915, to date, city engr., Guelph, Ont.
References: O. W. Smith, L. A. Thornton, J. N. deStein, R. O. Wynne-Roberts, E.
A. James, W. M. McPhail.
40
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
McFARLANE— JOHN ALEXANDER, of Hamilton, Ont. Born at Atwood,
Ont., Feb. 24th, 1874. Education, B.A.Sc, Univ. of Toronto, 1904. Summer 1903,
dftsman, Riter & Conley Steel Co.; summer 1904, with the Western Portland Cement
Co., in charge of design and installation; 1904-05, Fellow in Mechanical Drawing,
S.P.S., Toronto; 1905, to present time, with the Hamilton Bridge Works, as dftsman,
and chief dftsman, in charge of all detail drawings, etc.
References: R. L. Latham, E. H. Darling, E, K. Gray, E. W. Oliver, P. Gillespie,
J. G. Jack, H. B. Dwight, P. B. Motley.
MONTGOMEIiV— EDLIX GEORGE WILLIAM, of Regina, Saak. Horn at
Ilowrah, India, May 10th, 1877. EduC, trained for Indian Public Works dept., in
Thomas Coll. of civil engr. Admitted to that service in April 1898, by competitive
exam. 1898-1902, with P.W.D., central provinces, India, on maintenance and constr.
of roads and bldgs., rural water supply, city drainage, irrigation surveys, etc.; 1902-11,
engr. to dist. board, Gurdarpur, Punjab, India, responsible for all engr. work under-
taken by board; 1912-15, with hoard of highway commissioners, province of Sask. on
location, design and constr. of bridges and dams; 1915, to date, acting asst. ch. engr ,
bridge branch, highways dept., Sask.
References: II. S. Carpenter, L. A. Thornton.
C. P. Richards, J. McD. Patton, E. B. Webster.
G. D. Mackie, J. X. deStein,
FOR TRAXSFER FROM CLASS OF Jl'NIOR TO HIGHER GRADE
RUTLEDGE— MICHAEL JOSEPH, of Montreal, Que. Born at Brighton,
Mass. Feb. Kith, 1887. Educ. B.Sc. Univ. of X.B., 1908, bridge design, reinforced
concrete and electricity courses, Franklin Union, Boston, 1915. Summers 1905 and
1905, with Boston Elevated By.; Summer 1907, Mass. Highway Comm'n.; 1908-09.
Hudson Ray Ry. Survey, leveller and transitman; 1910-11, C.P.R instrumentman and
Vice-President Thompson Lumber Co.; 1912-13, res. engr., C.X.R., Roberval (3 mos.
acting div. engr); 1914-15 (0 mos.), and 1915-16 (8 mos), Pub. Service Comm'n, New
York, dept. of subway design; 1910-17, designer, Mt. Royal Tunnel & Terminal Co.
At present time designer with Henry Holgate, consulting engineer.
References: H. Holgate, J. L. Allison, S. P. Brown, W. E. Joyce, S. J. Waller, J. O.
Montreuil.
STAIRS— GORDON S., of Halifax-, N.S. Born at Maitland, N.S., Aug. 31st,
1889. Educ. B.Sc., Dalhousie, 1911. Summer 1909, structural steel drafting on
factory erection; summer 1911, at New Glasgow, with Mrown Machine Co.; 1911-13,
with Christie & Dawson, land surveyors, Kamloops, in ehg. of survey office ami field
parties; 1913-14, with Western Canada Power Co., asst. to constr! engr. on topo-
graphical surveys and constr. work; 1914-16, asst,. to Mr. A. V. White, consulting engr.
International Joint Comm'n, hydrographical and topographical surveys and hydraulic
engr. studies; 1916 to date, Lieut. C.E., asst. to Third Division officer, R.C.E.. M.D 6,
Halifax, N.S.
References: .1. F. Pringle, R. W. McColough, T. S. Scott, F. J. Dawson, K. If.
Smith.
ASK WITH— FRANK CHATHAM, of Ottawa, Ont. Born at Chatham. Ont.,
Jan. 1st, 1884. Coll. Inst., coached in theory and practice of engr., by E. P. Fcther-
stonhaugh, B.Sc, 1901-03. With city of Ottawa as follows: ch. draughtsman, city
engr's dept., 1909-10; 1910-11, asst engr. in ehg. of special works and concrete walks;
1911-12, asst. engr. in ehg. of roadways; 1912-13, acting city engr. in full ehg. of dept.;
1913-14, asst. city engr., in ehg. of works, br.: 1914-10, acting city engr. in ch. of road-
ways, bridges and special works, 1!)1G to date, deputy city engr., in ehg. of works dept.,
on constr. of bridges, (Billings bridge, a 5-span through plate girder structure over
Rideau river, and a Strauss direct lift bridge with approaches over Ridcau canal).
Water works, sewers, etc.
References: A. F. Maeallum
A. A. Dion, A. T. Phillips.
N. J. Ker, G. A. Mountain, R S Lea, .1 I',. McRae
DEVEREUX— LAWRENCE JAMES, of Edson, Alta. Bon, at St Peters,
N.S., Aug. 1888. Education, high school. 1907-09, rodman, dftsman. Que , Montreal
& Southern Ry.; 1909, to date, with the G.T.P.Ry., as rodman, instrumentman,
asst. engr., and at the present time res. engr., in charge of constrn. ami maintenance,
at different western points.
References: G. C. Dunn, J. A. Heaman, W. H. Tobey, J. C. Legrand, H. W. Ros<.
DIXON— ARTHUR, of South Fort George, B.C. Born at Whitehaven, Eng.,
Aug. 1st, 1883. Education, Ghyll Bank Coll., Whitehaven, and articled pupil 3 yrs.
1904-05, asst. engr. and clerk of works on drainage and sewage disposal works, Trow-
bridge, Eng.; 1905-06, dftsman and instrumentman, C.P.R., in Que. and Ont.; 1900-10,
chief dftsman and instrumentman, Atlantic, Quebec & Western Ry., responsible for
design of sub-structure of bridges; 1910-14, field dftsman and res. engr., of constrn.,
C.N.Ry.; 1917, to date, dist. pub. wks. engr., for B.C., in charge of roads, bridges,
and bldgs.
References: E. S. M. Lovelace, T. II. White, D 0, Lewis. W. K Gwyer. A E.
Foreman.
HILL— GEORGE RIXON, of Virden, Man. Born at Ashburnham, Ont., Dec.
4th, 1888. Education, Collegiate Institute. 1900-07, on Brandon, Saskatchewan &
Hudson Bay Ry., as rodman, etc.; 1908-09, D.L.S., Man. & Sask.; with the C.P.R.
from 1909 to 1912, as instrumentman, topographer, leveller, transitman, etc.; 1912-11,
govt, engr., western Manitoba; 1914, municipal engr., Wallace, Man.; 1915, to date,
municipal engr. for Wallace and Pipestone, Man. (34-miles).
References: W. A. James, A. McGillivray, M. A. Lyons, S. A. Button, D. A.
Livingstone.
HUNT— WILLIAM HAROLD, of Winnipeg, Man. Born at Lennoxville, Que.,
Nov. 24th, 1884. Educ. B. C. E., Univ. of Manitoba, 1902-05 apprentice mach..
Northern Ironworks, Winnipeg, 1905-07 journeyman mach. C.P.R., 1907-11 (summers)
on surveys* constr. with H. B. Ry., C. P. R. &C. N. R., 1912 (6 mos.) asst. engr.
Can. Northern Bridge dept. (concrete substructure) 1913-15 asst. engr. in city engr's
dept., Moose Jaw, Sask on design & constr. of sidewalks, sewer & water extension, etc.,
1915-16 civil engr., 1916 to date road engr. Good Roads Board, D.P.W., province of
Manitoba.
References: E. E. Brydone-Jack, A. McGillivray, N. B. McTaggart, N. A. Lyons,
T. W. White.
INNESS— ROBERT D., of Woodman's Point, N.B. Born at Liverpool, N.S.,
Aug. 20th, 1888. Educ. High School, Liverpool Acad. With N. T. Ry. 1906-08
rodman on surveys & constr., 1908-13 transitman on constr., 1913-16 instrumentman,
maintenance of way, Can. Govt. Rys., Campbell ton, 1916-17 partner in firm of
Longley & Inness, superintending contract in rock cutting on St. John & Que. Ry.,
1918 to date superintendent N. S. Constr. Co., Ltd., Halifax, on constr. work on
St. John & Que. Ry.
References: C. O. Foss, H. Longley, R. A. Rlack, C. B. Brown, R. H. dishing,
E. M. Archibald.
STRACHAN— JOHN, JR., of Hudson Bav Junction, Sask. Born at Halifax,
X.S., March 31st, 1883. Educ. Acacia Villa School, N.S., St. Andrews Coll., Toronto.
With T.C.Ry., as follows: 1900-08, rodman; 1908-09, topographer and lcvelman on
location; 1909-11, instrumentman on constr.; 1912-14, res. engr.; 1915-18, res. engr.,
Hudson Bay Ry., Dec. 1918, supervisor " Pasquia Forest Reserve."
References A. E. Doucct, J. W. Porter, A. D. Porter. F. P. Moffat, W. T. Jamison,
D. S. Scott, A. Dick, E. J. Bolgcr.
TURNER -STANLKY ROY, of Peterboro, Ont. Born at Pelerboro, Mar. 22nd.
1888. Educ, B.Sc, Queen's Dniv., 1910. 1904-08, mech. shop work, pattern ami
mach. shops and foundry, with Win. Hamilton Co., Peterboro; 1908-09, asst. supt. of
steel constr., bldgs. and penstock, Structural Steel Co., Montreal; 1909-12 (3$ yrs.),
draughting, chcc.ing and designing of steel bldgs. and bridges, Can. Foundry Co.,
Toronto; 1913 (ti mos), draughtsman on Quebec bridge, St. Lawrence Bridge Co.,
Montreal; 1914 (4 mos .), C.E.F.; 1915 (5 mos.), water power design, Wm. Hamilton
Co., Peterboro; 1916 (71 mos), in ehg. of installation and erection of machinery
of power development at Bala, Ont , Wm. Hamilton Co.; 1916-18, mill engr , Riordon
Pulp & Paper Co., Hawkesbury, Out.; 1918, engr. Spanish River Pulp & Paper Co.,
Espanola, Ont. (5 mos.); 1918 (3 mos.), C.E.F. At present engr., Wm. Hamilton Co.,
Peterboro, Ont.
References
Harkncss.
W. J. Francis, G. R. Munro, E. A. Stone, F. C. Kerrigan, A L.
FOR TRANSFER FROM CLASS OF STUDENT TO HIGHER GRADE
Hi ICLTON'— CHARLES ALBERT, of Saskatoon, Sask. Born at Ayr., Ont.,
Jan. 3rd, 1893. Educ. commercial course, Gait Business Coll., 1913, B.Sc, Queen's
Univ., 1917. 1914-18, staff-sergeant on the engineering staff of Military dist. No. 3,
Kingston, Ont., at present with Murphy ami Underwood, consulting engrs., Saskatoon,
on municipal engineering work.
References: J. E. Underwood, A. A. Murphy, E. A. Stone, J. C. Gwillim, J. B.
Harvey, G. Hemmcrick, G. L. Guillet.
DALTON— GEORGE FRANCIS (Lieut.) of Ottawa, Ont. (now on Active
Service). Born at Ottawa, Ont., July 0th, 1891. Educ, B.A.Sc. (structural engr.
option), Toronto, 1914, Summers 1908-10-11-12, with Geodetic Survey of Canada,
field work, triangulation and precise levelling, 1913-15, with Geodetic Survey precise
levelling and triangulation in ehg. of work. At present Lieut. 3rd. Can. Engr. Battn.,
B.E.F., France.
References: X. J. Ogilvie, J. J. McArthur, J. D. Craig, J. L. Rannie, L. 0. Brown.
GIGUERE— EUDORE, of Montreal, Que. Born at Lachine, Que., Jan. 13th,
1895. Educ, commercial course, Civil Engr., Laval, 1917, and Chemist Engr., Laval,
1918. Summers of 1912-13-14, with E. Desaulniers, C.E., on survey work; 1915, with
Geological Survey; 1916, with Roads Material Survey. At present time chemist
analyst with The Canadian Explosives Ltd., Bel-Oeil.
References: E. Marceau, P. Lecointe, C. Leluau, S. A. Baulne, A. Frigon.
WELSFORD— HUBERT GRAY, of Winnipeg, Man. (now in France). Born at
Los Gates, Cal., U.S.A., July 10th, 1894. Educ, 2 yrs. private tuition in math, and
engr. With Dominion Bridge Co., Winnipeg, Man., as follows: 1911-13, draughtsman
on structural steel work; Jan.-Oct. 1913, asst. to shop supt.; 1913-1910, in engr. office,
designing, estimating and contracting; 1916, to date, engr. officer in R.A.F.; Feb.-Nov,
1917, asst. officer in ehg. of engines No. 1 Aircraft Depot; 1917, to date, officer in ehg.
of engines, Reception Park, B.E.F., in command of 120 mechs. (man supply depot for
France). Experience includes care and tuning of engines and 100 hrs. flying as engr.
observer on air tests.
References: G. E. Bell, J. G. LeGrand.
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
41
ENGINEERING INDEX
In this department will be published from month to month the titles of current engineering papers with the authors
a nd source and a brief extract of the more important. It is designed to give the members
of The Institute a survey of all important articles relating to the engineering
profession and to every branch of the profession.
PHOTOSTATIC PRINTS
Photostatic copies may be obtained of any of the articles listed in this section.
Price 0/ each print (up to 11 x 14 in. in size), £5 cents, plus postage. A separate
print is required for each page 0] the larger-she periodicals, but where possible two pages
Kill be photographed together on the same print. Bit' will be mailed with the prints.
Orders should be sent to
Harrisson IV. Crater, Director,
Engineering Societies Library,
SO West Thirty-ninth Street, New York, N.Y.
AERONAUTICS
AEROPLANE PARTS
Stick Co.nthol. Tho Warner Duplex Stick Control. Aerial Age, vol. 8, no. 13,
Dec. 9, 1918, p. 661, 3 figs. Brief description of [hand and knee grips for use
of pilots.
Tail. A Gotha Biplane Tail. Flight, vol. 10, no. 40, Oct. 3, 1918, pp. 1167-1108,
1 fig. Design consisting of two horizontal approximately triangular planes,
top plane being supported on cabineof steel tubes, while sides of bottom plane
are Doited to sides of body.
AEROSTATICS
Military. Military Aerostatics, H. K. Black. Aerial Age, vol. 8, nos. 6, 7 and 9.
Oct. 21 and 28, and Nov. 11, 1918, p. 325, 1 fig., 371, 1 fig. and 475, 2 fig.-.
Oct. 21 : Balloon baskets. Oct. 28 and Nov. 11 : Equipment of basket.
(Continuation of serial.)
AIRCRAFT PRODUCTION
U. S. Navy. Naval Aircraft Factory at Philadelphia, Indus. Management, vol. 56,
no. 6, Dec, 1918, pp. 465-470, 13 figs. Story of great industrial
achievement of United States Navy.
APPLICATIONS
Exploration. The Possibility of Aerial Reconnaissance in the Himalaya. A. M.
Kellas. Aeronautics, vol. 15, no. 257, Sept. 18, 1918, pp. 275-277. Funda-
mental facts and requirements of undertaking. Paper before Roy. Geog.
Soc.
AUXILIARY SERVICE
Tricks. Building for the Aviation Service, M. E. Hoag. Am. Mach., vol. 49,
no. 23, Dec. 5. 1918, pp. 1043-1044, 7 figs. Building a 3 «-t.on special truck
for U. S. Aviation Signal Service. First article.
DYNAMICS
Ceiling. Elementary Considerations on the Ceiling of an Airplane (Donn6es 616men-
taircs sur le plafond d'un avion), Andre Laine. l'Aerophilc, year 26, nos. 17-18,
Sept. 1-15, 1918, pp. 264-265. Points out convenience of high ceiling and
means of attaining it.
On an Experience of the Flyer Gilbert (Sur unc experience du pilote
Gilbert). F. Roux. l'Aerophile, year 26, nos. 17-18, Sept. 1-15, 1918, p. 236,
1 fig. How it happened that Eugene Gilbert maintained his plane stationary
in air while machine was running at full speed.
Stability. Lateral Stability in Aeroplanes, C. Levick. Aerial Age, vol. 8, no. 13,
Dec. 9, 1918, p. 660, 3 figs. Computation of effect of a roll on a machine in
terms of dihedral angle of aerofoils. Also in Flight, vol. 10, no. 42, Oct. 17,
1918, p. 1165, 3 figs.
ENGINES
Design. The Design of Airplane Engines (II), John Wallace. Automotive Eng.,
vol. 3, no. 9, Oct., 1918, pp. 415-417 and 401, 3 figs. Comparison of rotary
and fixed radial; trend of modern design; cooling of cylinders; indicator
diagram; compression ratio. From Aeronautics. (Continuation of serial.)
History. Outline of History of Aviation Engine Production, H. H. Emmons. Aeriai
Age, vol. 8, no. 13, Dec. 9, 1918, pp. 662-665, 2 figs. Elementary training
engines; development of Liberty, 12; methods of production. Also in Motor
Age, vol. 34, no. 23, Dec. 5, 1918, pp. 18-19 and 30, 3 figs.
Liberty. American Liberty Motor (Le moteur Americain Liberty). l'Aerophile,
year 26, nos. 17-18, Sept. 1-15, 1918, p. 271. Abstract of description author-
Iized by War Department. Also in Sci. Am., vol. 99, no. 23, Dec. 7, 1918,
pp. 455 and 466, 4 figs.
Maybach. The 300-Hp. Maybach Aircraft Engine, Automotive Ind., vol. 39, nos. 18,
20 and 21, Oct. 31, Nov. 14 and 21, 1918, pp. 75.5-759, 8 figs., 840-842, 9 figs.,
882-887, 5 figs. Technical description of largest German Aircraft engine
model. Issued by Tech. Department, Aircraft Production, Ministry of
Munitions; Nov. 14 : Lubricating system; details of oil pumps; cooling and
ignition systems; carburetor and fuel feed system; details results of horse-
power and fuel consumption tests; table of engine dimensions; general analysis
in Automobile Engr., vol. 8, no. 119, Oct. 1918, pp. 285-295, 27 li"s • Fl
vol. 10, no. 39, Sept. 26, 1918, pp. 1084-1087, 2 figs.
The 200-Hp. Austro-Daimlcr Aero Engine. Engineer, vol. 126,
3279 and 3280, Nov. 1 and S, 1918, pp. 376-379, 10 figs, 393-394, 7
Description of details, with principal data and illustrations. Also in Fl
vol. 10, nos. 44 and ■}.">, Oct. 31 and Nov. 7, 1918, pp. 1217-1222, 10
and 1255-1259, 12 figs.; Engineering, vol. 106, no. 2757, Nov. 1, 1918
488-492, 17 figs.; Aeronautics, vol.15, no. 263, Oct. 30, 1918, pp. 403
27 figs.
ight,
nos
tigs.
ight,
tigs..
pp.
417,
PaNHABD. The Panhard— 300 Hp. (Direct Type Aviation Motor), E. H. Sherbondy.
Aerial Ago, vol. 8, no. 0, Oct. 21, 1918, pp. 308-309, 5 figs. Motor with two
rows, each of six cylinders, sot at an angle of 60 deg. from each other.
GLIDERS
An Interesting Biplane Glider, F. J. Camm. Aeronautics, vol. 15, no.
262, Oct. 25, 1918, p. 393. Chief dimensions and process of construction.
HISTORY
I.ANor.r.Y What Langley Did for the Science of Aviation (II). Automotive Ind.,
vol. 39, no. 17 and 18, Oct. 24 and 31, 1918, pp. 714-718 and 728, 10 figs.,
and 761-765, 7 figs. Experiments with rubber-driven models and others
using compressed air, carbonic acid, gas and electric batteries; adoption of
steam as source of power. Oct. 31: Experiments with quarter-size and man-
carrying aerodromes. (To be continued.)
INSTRUMENTS
Barograph. German Barograph No. 1623, Range o to 8000 in. Flight, vol. 10, no. 42,
Oct. 17, 1918, pp. 1167-1168, 6 figs. General remarks on details of con-
struction. Also in Aeronautics, vol. 15, no. 262, Oct. 23, 1918, pp. 382-384,
6 figs.
Instruments for Air Use, \V. A. Robson. Sci. Am. Supp., vol. 86, no.
2235, Nov. 2, 1918, p. 285. From Flight.
MATERIALS OF CONSTRUCTION
Steel Tubes. Steel Tubes, Tube Manipulation, and Tubular Structures for
Aircraft, W. W. Hackett and A. G. Hackett. Flight, vol. 10, no. 44, Oct. 31,
1918, pp. 1233-1235. Tapered tubes; tubular liners or reinforcements; tests
on soldered joints; brazing; welding; rust prevention. (Concluded.) Also
in Automotive Eng., vol. 3, no. 9, ,Oct. 1918, p. 396 and (discussion) pp.
397-.!!. 8
METEOROLOGY
Meteorology in Relation to Aeronautics (1), W. II. Dines. Sci. Am.
Supp., vol. 86, no. 2239, Nov. 30, 1918, pp. 351-352. Review of data
required by an aviator when in the air. Paper before Aeronautical Soc. of
(it Britain. From Aeronautical ,11.
MILITARY AIRCRAFT
British. Some Recent Types of Allied Military Planes. Automotive Ind., vol. 39,
no. 17, Oct. 24, 1918, pp. 706-707, 4 figs. General features of Spad single-
seater tractor scout, Vickers F B-14, long-distance reconnaissance tractor
biplane, Sopwith " Hippo " two-seater fighter, and Avro training machine.
German. German Aircraft. Times Eng. Supp., no. 527, Sept., 1918, p. 198.
Abstract of five reports of Technical Department, Aircraft Production,
Ministry of Munitions, describing Maybach engine, Rumpler two-seater
biplane. Hannoverancr biplane, an armored machine, and Pfalz scout.
MODELS
Model Construction. Model Aeroplane Building as a Step to Aeronautical
Engineering. Aerial Age, vol. 8, nos. 6, 7, 8 and 9, Oct. 21, 28 and Nov. 4,
11, 1918, p. 377, 7 figs., 389, 1 fig., 433 and 483, 1 fig. Oct. 21: Construction
vertical stabilizer. Oct. 28 : Design and building of a man-carrying
aeroplane. Nov. 4 and 11: Calculation of sustaining power and resistance
of wings and explanation of table giving aerodynamic laboratory tests.
(Continuation of serial.)
Model Aeroplanes (XVI). F. J. Camm. Aeronautics, vol. 15, nos.
258 and 261, Sept. 25, Oct. 16, 1918, p. 300, 1 fig., 369, 2 figs. Details of a
tractor monoplane. Oct. 16: Notes on attaching elastic and on manner
of flying model.
Model Testing. The Theoretical Basis of Model Strength Tests for Aeroplane
Structures, W. L. Cowley and H. Levy. Aerial Age, vol. 8, no. 6, Oct. 21,
1918, pp. 322-323. Application of principle of homogeneity of dimensions to
determination of strength of structure.
PLANES
A. E. G. A. E. G. Armoured Aeroplane. Engineering, vol. 106, no. 2754, Oct. 11,
1918, pp. 416-417, 15 figs. Principal data and description, with details
of construction illustrated.
The Fokker Biplane, Type D VII. Flight, vol. 10, nos. 40, 41 and
42, Oct. 3, 10, and 17, 1918, pp. 1109-1116, 1142-1144 and 1101-1164, 23 figs.
42
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
Data relating to performance and detailed particulars of weights. Issued by
Technical Department, Aircraft Production, Ministry of Munitions. Also
in Aerial Age, vol. 8, no. 8, Nov. 4, 1918, pp. 424-427, 20 figs.; l'Aerophile, year
26, nos. 17-18, Sept. 1, 1918, pp. 257-202, 10 figs.: Aeronautics, vol. 15, no.
259, Oct. 2, 1918, pp. 310-316, 23 figs.
A. It. The French A. R. Biplane. Aerial Age, iol. 8, no. 7, Oct. 28, 1918, pp. 374-37".
6 figs. Particulars of two-strutter biplane of 13.3 m. span wihich has its
fuselage supported between planes on ash struts.
Berg. The Austrian Berg Single-Seater. Flight, vol. 10, no. 44, Oct. 31, 1918,
pp. 1225-1227, 7 figs. Mounting of 200-Hp. Austro-Daimler engine with
which plane is equipped; tanks; instruments; control; undercarriage.
(Continuation of serial.)
Continental. The Continental Kb-3T Training Tractor, John F. McMahon.
Aerial Age, vol. 8, no. 6, Oct. 21, 1918, pp. 310-317 and 345, 4 figs. General
specifications of machine designed for cheap construction by the Continental
Aircraft Corporation.
HalreRstadt. Keport on the Halbcrstadt Fighter. Flight, vol. 10, no. 41, Oct. 10,
1918, pp. 1133-1141, 38 figs. Details of performance and construction.
Issued by Technical Department Aircraft Production, Ministry of Munitions.
Supplementing brief description given in issue of Aug. 1. Also in Engineer,
vol. 126, no. 3270, Oct. 11, 1918, pp . 302-304, 25 figs.
Pfaiz. Report on the Pfalz Single-Seater (G141). Aeronautics, vol. 15, no. 257,
Sept. 18, 1918, pp. 270-274, 22 figs. Particulars and performance of German
scout with streamline-shaped fuselage. By Technical Department.
Aircraft Production, Ministry of Munitions.
Roland. The Roland Chaser D II, G, Douglas Wardrop. Aerial Age, vol. 8, no.
6, Oct. 21, 1918, pp. 310-312, 9 figs. Construction of fuselage, planes, tail,
engine and undercarriage.
SlEMENS-ScHUOKERT. A New German Chaser. Flight, vol. 10, no. 39, Sept. 26,
1918, p. 1083, 2 figs. Characteristics of Siemens-Schuckcrt biplane.
S or with. The Sopwith "Camel." Automotive Ind., vol. 39, no. 19, Nov. 7, 1918,
pp. 790-791, (i figs. Description of late model of British scout plane. Trans-
lated from German aircraft publication.
Zeppelin. The Zeppelin Biplane, Jean Lagorgette. Sci. Am. Supp., vol. 86, nos.
2237 and 2238, Nov. 16 and 23, 1918, pp. 316-319 and 334-335, 8 figs.
Description of German bombing machine 134 ft. long. From Aeroplane.
PRODUCTION
Standardization. Effect of Changes on Airplane Output, Ind. Man., vol. 56, no. 5,
Nov., 1918, pp. 375-377. Manufacturers must abandon idea of standardized
production.
PROPELLERS
Analysis. Notes on Airscrew Analysis (III), M. A. S. Riach. Aeronautics, vol. 15,
no. 257, Sept. 18, 1918, pp. 265-266. Outlines process by which experimental
results on airscrews are analyzed and compared with their respective calculated
performances. (Concluded.)
Calculations. Calculating Airplane Propeller Strength and Efficiency (II), F. W.
Caldwell. Automotive Eng., vol. 3, no. 9, Oct., 1918, pp. 402-405. Limit of
ceiling, comparison of conventional designs; calculations of efficiency during
climbing; calculations for propeller chart. (Concluded.)
SPECIFICATIONS, AEROPLANE
U. S. Navy. Navy Department Airplane Specifications. Jl. Soe. Automotive Engrs.,
vol. 3, no. 5, Nov. 1918, pp. 325-329. Issued for use in connection with con-
tracts and submission to Navy of new and undemonstrated designs.
TRANSATLANTIC FLIGHT
Transatlantic Flight, Frithiof G. Ericson. Jl. Soe. Automotive Engrs.,
vol. 3, no. 5, Nov. 1918, pp. 319-321. Favorable routes; requirements of
airplane; flight endurance. From Aviation.
CIVIL ENGINEERING
BRIDGES
Concrete Bridc.es. Bridging the James River at Richmond, Va. Cement & Eng.
News, vol. 30, no. 1 1, Nov. 1918, pp. 15-16. General dimensions of structure
consisting of 18 reinforeed-concrete arch spans.
Reinforced Concrete Bridges and Their Architectural Treatment, F. G.
Engholm. Contract Rec, vol. 32, no. 45, Nov. 6, 1918, pp. 880-883, figs.
Recommends considerations of fitness, proportion and adaptability in design,
and moderate use of decorations.
Reinforeed-Concrete Trestles. Sci. Am. Supp., vol. 86, no. 2238, Nov.
23, 1918, p. 324, 3 figs. Viaducts recently constructed by Can. Pac. Ry.
Design. New Impact Formulas Needed in Designing Bridges of Various Types,
J. A. L. Waddell. Eng. News-Rec, vol. 81, no. 21, Nov. 21, 1918, pp. 924-928,
2 f gs. Scarcity of experimental knowledge of impact shown by review of tests
and studies; group of formulas proposed; lower impact allowances for solid-
floor bridges and concrete arches.
The Principal Bridges of the World. Sci. Am. Supp., vol. 86, nos. 2235
p! and 2236, Nov. 2 and 9, 1918, pp. 286-288 and 294. Comparison of their
size, importance and principles of design.
Highway Bridges. Standardization of Detail in Highway Bridge Design, M VV.
Torkelson. Cement & Eng. News, vol. 30, no. 11, Nov. 1918, pp. 33-34.
Practice of Wisconsin Highway Commission.
Lift Bridges. Scherzcr Lift-Bridge at Keadby (Ponte levatoio tipo Scherzer a
• Keadby). Ingegneria Italiana, vol. 2, no. 37, Sept. 5, 1918, pp. 131-134, 7
figs. Plans, dimensions and details of mechanism. From Gfnie Civil,
Jan. 19, 1918.
Railroad Bridges. Special Foundation Work for a Railroad Bridge, J. II. Merriam.
Ry. Age, vol. 65, no. 22, Nov. 29, 1918, pp. 951-953, 6 figs. New Burlington
structure over Platte River -is supported entirely on concrete piles.
Wilson Bridge. The Wilson Bridge at Lyons. Engineer, vol. 126, no. 3280, Nov. 8,
1918, pp. 387-388, 9 figs. Drawings, illustrations and description of le pont
Wilson, formally opened at Lyons, July 14, 191S, and named in honor of Presi-
dent Wilson.
BUILDING AND CONSTRUCTION
Churches. Steel Construction Characterizes Chicago Church. Eng. News-Rec,
vol. 81, no. 19, Nov. 7, 1918, pp. 860-863, 5 figs. Cantilever trusses carry
front wall and gallery; dome trusses are supported by girders on tall four-
post tower having no interior bracing.
Concrete Pedestal Pile. The McArthur Concrete Pedestal Pile. Contract
Rec, vol. 32, no. 42, Oct. 16, 1918, pp. 830-831, 2 figs. Prcesses followed in
construction of pile consisting of a 16-in. cylindrical shaft, with an enlarged
base.
Fire-Resistive Construction. Fire Resistive Construction Committee Report.
Eng. & Cement World, vol. 13, no. 10, Nov. 15, 1918, pp. 13-14, 1 fig. Speci-
fications drawn by joint conference of representatives from ten American
technical societies and the Can. Soe. of Civil Engrs.
Railroad Station. Toronto's Union Station Nears Completion. Contract Rec.,
vol. 32, no. 41, Oct. 9, 1918, pp. 805-808, 9 figs. Water-proofing; roof;
elevators,
EtESEBVOtRS, Oil. Circular Earth Embankment Lined with Concrete Forms Oil
Reservoir, E. D. Cole. Eng. News-Rec., vol. 18, no. 21, Nov. 21, 1918,
pp. 932-936, 3 figs. Type originated in California; introduced into Texas
fields on account of lack of steel; concrete roof carried on wood frame also
because of lack of steel.
Reinforced Concrete Fuel-Oil Tanks. Can. Engr., vol. 35, no. 17, Oct.
24, 1918, p. 370, 2 figs. Dimensions and process of executing work.
Reservoirs, Water. Newton, Mass., Water Reservoir, Edwin H. Rogers, Eng.
Cement World, vol. 13, no. 10, Nov. 15, 1918, pp. 9-12, 3 figs. Details of its
four rectangular sections and circular gate chamber at centre, in which are
installed a steel distributing tank and pipes from force main to different
sections and overflow pipes and drains. From Proc. Boston Soe. Civil Engrs.
Reinforced Concrete Reservoirs, Montevideo. Engineering, vol. 106,
no. 2756, Oct. 25, 1918, pp. 453-455, 43 figs. Description of two 6,500,000-gal.
reservoirs constructed for City of Montevideo, Uruguay, R. C. Parsons,
Engineer. Drawings of principal features.
Scaffolds and Falsework. Safe Construction of Scaffolds and Falsework, T. F.
Foltz. Contract Rec, vol. 32, no. 42, Oct. 16, 1918, pp. 826-829. Outlines
general construction of pole, suspended, outrigger, carpenters' bracket and
painters' scaffolds, and indicates their general construction requirements.
Paper before Nat. Safety Council.
Submerged Structures. Essentials of Proper Construction, J. W.Rollins. Contract
Rec, vol. 32, no. 44, Oct. 30, 1918, pp. 870-873. Requirements of Concrete for
submerged structures.
EARTHWORK, ROCK, EXCAVATION, ETC.
Rusting. Drilling and Blasting in Construction of Halifax Ocean Terminals Railway
Eng. & Contracting, vol. 50, no. 21, Nov. 20, 1918, pp. 480-481. Description
of some features of work. From paper by B. H. Smith before Eng. Inst, of
Canada.
Quarry Blasting with Electricity. A. S. Anderson. Du Pont Magazine,
vol. 9, no. 6, Dec, 1918, pp. 20-27, 3 figs. Ways of producing current and
precaution to be observed.
Park Construction. Construction Plans Developed for the Bronx River Parkway
Reservation,-L. G. Holleran. Eng. News-Rec, vol. 81, no. 20, Nov. 14, 1918,
pp. 899-903, 4 figs. Designs of Park Commission contemplate development
of 1400 acres by grading and planting; numerous structures proposed; work
to be done by day labor.
HARBORS
Concrete Construction. The Use of Reinforced Concrete Construction in Harbor
Work, A. F. Dyer. Jl., Eng. Inst. Can., vol. 1, no. 6, Oct. 1918, pp. 242-
251, 11 figs. Descriptions derived from articles and papers published in
technical journals and proceedings of technical societies. Also in Eng. &
Contracting, vol. 50, no. 21, Nov. 20, 1918, pp. 483-485.
Piers. Compression Strengths of Large Brick Piers. Eng. & Cement World, vol. 13,
no. 10, Nov. 15, 1918, p. 25. Summary of conclusions based on past records
and recent investigation by Bureau of Standards, composed of tests on piers
2 ft. 6 in. sq. by 10 ft. high in which three grades of brick were used.
Ports. Railway Construction in Connection with the Halifax Ocean Terminals,
R. H. Smith. Jl. Eng. Inst., Can., vol. 1, no. 6, Oct. 1918, pp. 281-288.
Methods employed and difficulties overcome in construction operations which
necessitated considerable excavation work and presented other difficulties.
St. John Harbor, Alex. Gray. Jl. Eng. Inst. Can., vol. 1, no. 6, Oct.,
1918, pp. 273-278, 15 figs. Outstanding features in habor and type of con-
struction used in wharves.
The Port of Honduras. Times Eng. Supp., no. 527, Sept. 1918, p. 193.
Projected improvements.
Sea Walls. Drive Inclined Precast Concrete Slabs for Sea Wall. Eng. News-Rec,
vol. 81, no. 20, Nov. 14, 1918, pp. 897-898, 3 figs. Acjount of new type of
beach protection replacing vertical concrete wall at Lo-i" Beach, Cal.
Pneumatic Caisson Method of Quay Wall Construction at Halifax
Eng. & Contracting, vol. 50, no. 21, Nov. 20, 1918, pp. 489-490, 2 figs. From
paper by J. J. MaoDonald before Eng. Inst, of Canada.
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
43
MATERIALS OF CONSTRUCTION
Timber. Decay in Mill-Roof Timber, R. J. Blair. Textile World Jl., vol. 54, no. 23,
Dec. 7, 1918, pp. 95-101, 4 figs. How it occurs and how it can be pre-
vented. (To be continued.)
ROADS AND PAVEMENTS
Canada. Canadian Highway Construction, Harry Stewardson. Contract Rec,
vol. 32, no. 46, Nov. 13, 1918, pp. 899-901. Considers how to distribute cost
of construction and maintenance so that necessary money can be secured and
necessary expense fairly placed upon people who use roads and communities
which receive benefits.
Highway Work in Ontario. Good Roads, vol. 1G, no. 20, Nov. 16, 1918,
pp. 185-186 and 191. Progress made in Canadian Province.
Roadway Improvements in Ontario, W. A. MacLean. Contract Rec,
vol. 32, no. 41, Oct. 9, 1918, pp. 813-819, 10 figs. Extracts from annual report
of Department of Public Highways for 1917.
Concrete. Concrete Road Construction, William W. Cox. Good Roads, vol. 16,
no. 18, Nov. 2, 1918, pp. 165-166 and 169, 1 fig. Precautions and care to be
observed. Paper before Mich. State Good Roads Assn.
Vertical Movements in Concrete Pavements and a Suggestion Towards
Their Elimination, J. W. Lowell. Eng. & Contracting, vol. 50, no. 19
Nov. 6, 1918, pp. 441-443, 4 figs. From paper before Am. Concrete Inst'
Cost Keeping. Better System of Highway Cost Keeping, J. J. Tobin and A. R. Losh.
Contract Rec, vol. 32, nos. 44, 45 and 46, Oct. 30 and Nov. 6 and 13, 1918,
pp. 866-869, 886-888 and 903-906, 4 figs. Study of principles governing cost
keeping and application of these principles to highway work. Detail of cost
accounts and necessary codes.
France. Principles Upon Which the French Highways Are Built, Frank W. Harris
Eng. News-Rec, vol. 81, no. 21, Nov. 21, 1918, between strategic points
followed; great attention is given to drainage.
Location. Putting the Right Road in the Right Place, Rodman Wiley. Am. City,
vol. 19, no. 5, Nov. 1918, pp. 356-358, 4 figs. European practice in locating
road; importance of exercising good judgment in grading and surfacing. Paper
before Ky. Highway Engrs. Assn.
Macadam. Capacity of Macadam Roads for War Business Increased. Eng. News-
Rec, vol. 81, no. 22, Nov. 28, 1918, pp. 990-992, 5 figs. Three-foot concrete
shoulders added at each side without closing highways to traffic; war labor
conserved by using convicts for construction.
Oiled Macadam Roads Resurfaced with Concrete, E. A. Burt. Eng.
News-Rec, vol. 81, no. 21, Nov. 21, 1918, pp. 942-944, 3 figs. Los Angeles
County, Calfornia, builds roads in two sections to keep traffic moving;
centre joint keeps autos on own side; cost figures.
Tar- Macadam v. Granite Macadam. Ellis W. Jones. Surveyor, vol.
54, no. 1399, Nov. 8, 1918, p. 220. Author's experience and recommendation
that roads which have to carry from 600 to 1,000 tons a day should be main
tained wich tar-macadam.
Maintenance. Motor Vehicles and Their Influence Upon Road Construction
W. A. Maclean. Surveyor, vol. 54, no. 1309, Nov. 8, 1918, pp. 221-222.,
Record of Deputy Minister of Public Highwys for Ontario.
Road Maintenance Methods and Devices Effect Saving of Material
Labor and Fuel. Eng. News-Rec, vol. 81, no. 22, Nov. 28, 1918, pp. 981-984
5 figs. Bureau of Maintenance and Repair, New York State Highways
Department, working through nine division engineers' endeavors to keep,
war-time traffic roads open still conserve material.
Mixers. Direct Charging of Concrete Mixers. Mun Jl., vol. 45, no. 20, Nov. 10,
1918, p. 392. Feature of construction of concrete pavement in ten-mile
section of Delaware road.
Two Mixers on Variable Road Work. Eng. & Cement World, vol. 13,
no. 10, Nov. 15, 1918, pp. 31-32, 2 figs. Methods followed in construcion
of a Western road.
Snow Removal. Snow Removal on Trunk Line Highwavs, Chas. J. Bennett. Good
Roads, vol. 16, no. 20, Nov. 16, 1918, pp. 188-189. Study of the problem
and suggestion for its solution. Before conference On Snow Removal from
Trunk High ways Automobile Club of America.
Surfacing. How to Get Best Surface on a Concrete Road, A. H. Hunter. Cement &
Eng. News, vol. no. 11, Nov. 1918, pp. 25-28, 2 figs. Suggestione in regard to
application of forms, building of expansion joints and use of roller and ball.
Resurfacing Part of Buffalo-Albany Turnpike with Concrete, A. R.
Hinman, Cement & Eng. News, vol. 30, no. 11, Nov., 1918, pp. 35-36,
3 figs. Method of carrying on work without closing traffic.
Wood Roads. Gasoline Consumption Tests Demonstrate Value of Hard, Smooth-
Surfaced Roads, A. N. Johnson. Eng. News-Rec, vol. 81, no. 19, Nov. 7,
1918, pp. 843-850, 8 figs. Gasoline saving which would pay for construction
of hard surface in few years is indicated between earth and smooth concrete,
where daily motor traffic of 500 can be expected. Results of some tests
and description of methods employed.
Paved Roadways Aid Plant Efficiency, H. Colin Campbell. Indus.
Management, vol. 56, no. 6, Dec, 1918, pp. 471-472, 4 figs. Plea for better
roadways around factory buildings.
The Measure of a Good Road, Robert C. Barnctt. Eng. & Contracting,
vol. 50, no. 19, Nov. 6, 1918, pp. 438-440, 3 figs. Mathematical treatment
of thesis. Assumptions of good road; 1. A straight line is shortest distance
between two points; 2. A plane of uniform slope is best grade between two
points; 3. A hard, smooth surface offers less tractive resistance than rough
or yielding one.
The Vital Importance of the Highway, S. M. Williams. Am. City,
vol. 19, no. 5, Nov. 1918, pp. 354-355, 1 fig. Plea for establishment of Federal
Highway Commission.
WATER SUPPLY
Consumption. Water Consumption in New York State Cities and Its Effect on Coal
Consumption. Am. City, vol. 19, no. 5, Nov. 1918, pp. 376-378. From a
report compiled by the State Bureau of Municipal Information of the New
York State Conference of Mayors.
Mains in Winter. Waterworks Operation. Mun. Jl., vol. 45, no. 21, Nov. 23,
1918, pp. 408-410. Methods of thawing water mains and services.
Pollution. Sanitary Aspects of Water Supplies at Army Cantonments, James T. B.
Bowles. Eng. & Contracting, vol. 50, no. 20, Nov. 13, 1918, p. 460. From
Sept. Jl. of Am. Waterworks Assn.
Railway Water Supply. New Water Treating Plants for the Burlington. Ry. Rev.,
vol. 63, no. 19, Nov. 9, 1918, pp. 661-666, 10 figs. Use of reinforced-concreto
tanks on Casper division; various conditions of water supply: different types
of construction.
Railwaj Water Supply from Wells. Ry. Rev., vol. 63, no. 19, Nov. 9,
1918, pp. 669-671. From report of committee on sources of railway water
supply, to Am. Ry. Bridge and Building Assn., Chicago, Oct. 15, 1918, by
C. R. Knowles, chairman.
Sand Filters. Coagulants Versus Sand Filters as Aid to Water Purification in the
Field, H. S. Briggs and E. R. Marie. Contract Rec, vol. 32, no. 46, Nov. 13,
1918, pp. 906-908. Description of installation embodying alum process.
From Roy. Engrs. Jl.
Drifting Sand Filter, Toronto Island, Geo. G. Nasmith and N. J.
Howard. Can. Engr., vol. 35, no. 17, Oct. 24, 1918, pp. 359-364, 6 figs.
Report of bacteriological and physical tests performed on section comprising
five filter units.
Toronto's Drifting Sand Filter. Mun. Jl., vol. 45, no. 20, Nov. 16,
1918, pp. 390-392. Construction and operation: bacteriological and physical
tests; conclusions as to efficiency of plant.
WATERWAYS
Dams. High-Pressure Gates in Dams for Water-Works and Irrigation Reviewed.
D. W. Cole. Eng. News-Rec, vol. 81, no. 20, Nov. 14, 1918, pp. 880-884,
5 figs. From sluice gates in Sudbury Dam of Boston Water- Works through
various stages of gate development in high dams of U. S. Reclamation Service.
From paper presented at Idaho conference of engineers in 1918.
Modifications in the Character of a Water Stream Produced by Con-
struction of a Dam (Modifications apportees au regime d'un cours apres
l'^tablissement d'un barrage), K. Zorayan. Revue G6nerale de l'Electricitfi ,
vol. 4, no.7, Aug. 17, 1918, pp. 226-229, 5 figs. Chart for tracing output
curve knowing the declivity of a water course and the height of water in
dam.
Gates. Some Experiences with Large-Capacitv Reservoir Outlets, James M. Gaylord.
Eng. News-Rec, vol. 81, no. 21, Nov. 21, 1918, pp. 945-950, 2 figs. Specially
designed gates control discharge of immense volumes of water under pressures
above 200 ft. ; difficulties and how they have been overcome. Paper before
Colorado Assn. of members of Am. Soc. of Civil Engrs.
Run-Off. Progress Report of Committee on Run-Off. Jl. Boston Soc. Civil Engrs.,
vol. 5, no. 9, Nov., 1918, pp. 387-422, 3 figs. Use of the current meter in stream
gaging; 0.2 and 0.8 method in power canals; precipitation, evaporation and run-
off; effects of ice on river discharge; methods to be used in compilation of
data.
Stream Regulation. Stream Regulations in Quebec Province, Olivier Lefebvre.
Can. Engr., vol. 35, no. 19, Nov. 7, 1918, pp. 399-402 and 411, 5 figs. Account
of increase in water power by using Lakes St. Francis and Aylmer as storage
basins and indications of possible developments. From Annual Report of
Quebec Streams Commission.
ELECTRICAL ENGINEERING
ELECTROCHEMISTRY
Reduction of Metals. Electric-Furnace Reduction of Certain Metals Suscep-
tible of Industrial Utilization (Sur la preparation au four electrique de quelques
m£taux susceptibles d'utilisation industrielle), Jean Escard. Revue G6ne>ale
dp l'Electricite, vol. 4, no. 11, Sept. 14, 1918, pp. 375-386, 3 figs. Notes on
reduction of barium, calcium, glucinum, cobalt, nickel, titanium, manganese,
chromium, molybdenum, tungsten, vanadium.
EI.ECTROPHYSICS
Distribution, Electrostatic. The Electron Theory of Metallic Conductors
Applied to Electrostatic Distribution Problems, L. Silberstein. Lond.,
Edinburgh & Dublin Phil. Mag., vol. 36, no. 215, Nov., 1918, pp. 413-420.
General expression for equilibrium distribution in terms of total charge and
potential of external field, and application of general formula to cases of full
spherical conductors and hollow sphere.
Periodic Currents. Oscillating Energy (Encrgie oscillante), G. Szarvady. Revue
G6nerale de l'Ectricite, vol. 4, no. 12, Sept. 21, 1918, pp. 411-422, 2 figa.
Application of Ohm's law and Kirchoff's laws to watt currents and wattless
components of electromotive forces and intensities of periodic currents.
Saturation. On the Calculation of Magnetic and Electric Saturation Values, J. R.
Ashworth. Lond., Edinburgh & Dublin Phil. Mag., vol. 36, no. 214, Oct.,
1918, pp. 351-360. Deduces I a =\/(R /R 1 ) where /g is limiting intensity of
magnetization, R the gas constant and R> the reciprocal of the product of sus-
ceptibility into absolute temperature; also (!» = t/(R/S), where i e is
maximum current density a conductor can carry, S ratio of resistivity to
absolute temperature and V the velocity of electron as it passes along con-
ductor.
Vacuum Phenomena. Rectification by Vacuum Discharge, T. Kujirai. Donki
Gakkwai Znsshi, no. 361, Aug. 31, 1918.
44
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
Theory of Coolidge Tube (Sur la theorie du fonctionnement du tube
Coolidge h radiatcur), A. Dauvillien. Revue G£n6rale de l'Electricite,
vol. 4, no. 13, Sept. 28, 1918, pp. 443-445. Explains increase in resistance
by presence of large quantity of oxygen liberated at focus and by partial oxida-
dation of filament, together with formation of double layer which diminishes
electronic emission.
Vibration, Mechanical Generating Electrical Energy. Experiments on the
Effect of the Vibration of a Stretched Wire Forming Part of a Closed Electric
Circuit, Henry Jackson. I'roc. Hoy. Soc., vol. 95, no. A66. r ), Sept,. 2, 1918,
pp. 51-57. Experiments with sensitive telephone detector which in author's
judgment confirm Marran's suggestion that a mechanical vibration or note
produces electricity,
GENERATING STATIONS
ALTERNATORS in Parallel. Synchronizing Alternators Coupled in Parallel (La
misc en phase dans le couplagc en parallels dcs alternateurs). Elivind Styff.
Revue Generate de l'Electricite, vol. 4, no. 13, Sept. 28, 1918, pp. 460-465,
11 figs. Schemes of connections and diagrams of electromotive forces. From
Elektrotcchnischc Zeitschrift, vol. 38, Sept. 20, 1917, p. 401.
Turho-Alternators Accidents to Steam Turbo-Alternators (Au sujet dcs accidents
aux turbo-alternaleurs a vapeur), P. Boucherot. Revue G6ne>ale de l'Elec-
tricite, vol. 4, no. 13, Sept. 28, 1918, pp. 457-4(10. Report, of Sub-Committee
of 1'nion of Electrical Syndicates proposing as a result of studies: (]) modifi-
cations in present designs of turbo-alternators, (2) modifications in usual speci-
fications, and (3) dispositions to reduce loss when accident occurs
The Production of Electricity by Steam Power, Alex. Dow. Elccn., vol.
81, no. 2111, Nov. 1, 1918, pp. 555-557. Abstract of address before Am.
Electrochemical Soc.
GENERATORS AND MOTORS
Direct Current Motors. Weight of Direct Current Motors, A. Brunt Elec.
Eng., vol. 52, no. 2, Aug., 1918, pp. 28-29, 2 figs. Requirements of direct-
current motors and graphs showing relation between weight and torque for
commutating-pole and non-commutating-polc motors, and also between weight
and torque for various-makes of apparatus.
Induction Motors. Changing Speed of Induction Motors. Power Plant Eng ,
vol. 22, no. 22, Nov. 15, 1918, pp. 926-928, 2 figs. Possible speed changes of
induction motors to suit conditions in power plants,
lioi.LiNG-MiLL Motors. Standardizing Large Rolling Mill Motors, K. Pauly. Blast
Furnace, vol. 6, no. 10, Oct. 1918, pp. 411-414, 1 fig. Suggests motors be
rated on continuous capacity at some particular temperature in order to avoid
present difficulties of users of large rolling-mill motors. Paper before Assn.
Iron & Steel Elec. Engrs.
Single-Phase Generators. Armature Reaction and Wave Form of a Single-Phase
Generator (in Japanese), G. Shimizu. Denki Gakkwai Zasshi, no. 362,
Sept. 10, 1918.
Starting Resistances. Method for Determining Resistance Used for Starting
Various Types of Motors, B. W. Jones. Power, vol. 48, no. 21, Nov. 19,
1918, pp. 740-744, 6 figs. A simple method for determining the ohmic value of
resistance used for starting series, shunt and compound-wound direct-
current motors and wound-rotor induction motors under various load
conditions.
Synchronous Motors. For and Against Synchronous Motors, Will Brown. Elec.
World, vol. 72, no. 21, Nov. 23, 1918, pp. 982-984.4 figs. Four objections that
that have been frequently made to using synchronous motors; discussion
showing how conditions have changed; synchronous motors and unity power
factors.
Temperature Rise. Guarantees for Temperature Rise in Electrical Machinery, with
Special Reference to Large Turbo-Generators, A. E. Du Pasquier. Tran.
South African Inst. Elec. Engrs., vol. 9, part 7, July 1918, pp. 127-137 and
(discussion) pp. 137-140. Urges that there is no good reason for restricting
temperature rises, providing suitable materials are obtainable for with-
standing the heat conditions that may arise.
LIGHTING AND LAMP MANUFACTURE
Arc-Lamp Globes. Renovation of Discolored Arc-Lamp Globes, Alfred Herz.
Elec. World, vol. 72, no. 20, Nov. 16, 1918, pp. 935-936, 2 figs. Description of
a system of removing stain by heat treatment.
Need for Improved Lighting in the Leather Industry, F. H. Bernhard.
Elec. Rev., vol. 73, no. 20, Nov. 16, 1918, pp. 759-765, 7 figs. Tenth of
series of articles on lighting in industries.
Lighting (General). Daylight vs. Sunlight in Sawtooth-Roof Construction, W. S.
Brown, Jl. Am. Soc. Mech. Engrs., vol. 40, no. 12, Dec. 1918, pp. 1025-1029,
5 figs. Empirical research of amount of direct sunlight and intensity of day-
light to be admitted on working plane in sawtooth construction; equation to
determine time of admission of direct sunlight and number of hours of its
duration with given orientation of sawtooth buildings and slope of lighting
area; influence of size and slope of sawtooth lighting area on relative intensity
of daylight from northern sky; examples illustrating manner of computing
amount of diffused light entering building under several conditions. Pre-
sented at annual meeting of the Soc.
Elements of Illuminating Engineering (III), Ward Harrison. Elec.
Eng., vol. 52, no. 2, Aug. 1918, pp. 30-34, 4 figs. Essentials in illumination
design — coefficients of utilization, location of light sources, and recommended
minimum spacings and minimum heights above plan of illumination for various
units.
Lighting in Its Relation to the Eye, C. E. Fcrree and G. Rand. Proc.
Am. Phil. Soc, vol. 57, no. 5, 1918, pp. 440-478, 9 figs. Report of work of
sub-committee on Hygiene of the Eye of Am. Medical Assn., involving an
extensive experimentation on effect of different lighting conditions on eye, and
investigation of factors in lighting situation causing eye to lose in efficiency
and experience discomfort.
Some Modern Methods of Lighting, Geo. H. Stickney. Nat. Engr.,
vol. 22, no. 10, Oct. 1918, pp. 469-477, 7 figs., and (discussion), pp. 477-479.
Analysis of elements of lighting systems required by factories, offices and
stores. Paper before Nat. Assn. of Stationary Engrs!
War Time Lighting Economics, Elec. World, vol. 72, no. 19, Nov. 9,
pp. 885-887. Salient features of report prepared by War Service Committee
of Illuminating Engineering Society for U. S. Fuel Administration; falaciea
to be avoided; making maximum use of daylight.
Reflecting and Diffusing Light. Reflecting and Diffusing Light, Ward Harrison.
Textile World Jl., vol. 54, nos. 18, 20, 21 and 22, Nov. 2, 16, 23 and 30, 1918,
pp. 61 and 71, 4 figs., 25-27, 1 fig., 59-63, 5 figs., and 33, 5 figs. Properties of
accessories necessary for good industrial illumination.
Steel Mills. Better Lighting of Iron and Steel Mills and Fabricating Plants, F. H.
Bernhard. Elec. Rev., vol. 73, no. 22, Nov. 30, 1918, pp. 841-845, 7 figs.
Eleventh of series of articles on improvement of lighting in industries.
MEASUREMENTS AND TESTS
Galvanometers. The Einthoven Galvanometer, Samuel D. Cohen. Wireless
World, vo.. 6, no. 68, Nov. 1918, pp. 437-438. Special simple construction of
Einthoven type used by writer for measuring radio receiving currents. From
Elec. Experimenter,
INSULATION Measurement. Electrolytic Method of Measuring Electrostatic Field
of Insulators (La mesure du champ electrostatic dans les isolateurs
d'aprds la methode eJectrolytique), W. Estorff. Revue GeneValc de
I Klectricite, vol. 4, no. 12, Sept. 21, 1918, pp. 433-434, 1 fig. A small
line is placed between electrodes in electrolyte and ratio of resistances
of distances between line and each electrode is determined by Wheatstone
bridge operating circuit with alternating current; correction coefficient for air
values is determined in similar manner. From Elektrotcchnischc Zeitschrift,
vol. 39, Feb. 7, 14 and 2!, pp. 53, 62 and 7(1, 28 figs.
Some Notes on Leakage Indicators, G. W. Stubbings. Electricity, vol.
32, no. 1451, Aug. 30, 1918, pp. 453-454, 1 fig. Principle of instruments
measuring slate of insulation of a complete electrical system.
Meters. The Demand- Meter Situation, C. F. Mathes. Elec. World, vol. 72, no. 22,
Nov. 30, 1918, pp. 1024-1020. Critical discussion of demand meters, pointing
the advantages that are gained through use of well-known types of these
instruments and remedies for some of the troubles encountered in their practical
application.
Official Testing Laboratories. British Electrical Proving House. Times Eng.
Supp., no. 527, Sept. 1918, p. 197. Essentials of schemed testing institution,
with authoritative credentials, to deal with types of apparatus rather than with
individual specimens.
Test Rinc Method. Test Ring Method for Determining Transformer Ratio and
Phase Error, H. S. Baker. Elec. Rev., vol. 73, no. 20, Nov. 10, 1918,
pp. 766-769, 6 figs. Use of special watt meter and current transformer for
current transformer testing. From paper before Am. Inst, of Elec. Engrs.
POWER APPLICATION
Cement Industry. Electric Motors in the Cement Industry. R. B. Williamson.
Proc. Am. Inst. Elec. Engrs., vol. 37, no. 11, Nov. 1918, pp. 1237-1273, 9 figs
Outline of various kinds of machinery used, and data as to power requirements;
description of types of motor best suited to each application together with
starting characteristics, o\ erload capacity, torque and other features. Also
in Elec. Rev., vol. 73, nos. 20 and 21, Nov. 23 and 26, 1918, pp. 770-771 and
813-814.
Coal Mining. Explosionproof Equipments of Colliery Motors and Accessories (in
Japanese). Denki Gakkwai Zasshi, no. 363, Oct. 10, 1918.
The Use of Electric Power in the Mining of Anthracite Coal, J. B.
Crane. Proc. Am. Inst. Elec. Engrs , vol. 37, no. 10, Oct. 1918, pp. 1197-1202,
7 figs. Power cost and current consumption of anthracite mines, also of
bituminous mines; estimates of additional coal obtainable by electrification of
anthracite mines, illustrations showing representative installations of electric
drive.
Furnaces. Notes on Electric-Furnace Problems, J. L. McK. Yardley. Bui. Am.
Inst. Min. Engrs., no. 142, Oct. 1918, pp. 1593-1598, 4 figs. Analysis made to
determine maximum capacity and approximate performance of a new furnace
designed to operate at 160 volts on a 60-cycle current.
Power Factor of the Electric-Arc Furnace -Fattore di potenza dei forni
elettrici ad arco', O. Scarpa. Revista Tecnica d'Eletrricita, no. 1891, Oct.
25, 1918, pp. 105-106. Presents formula for power factor of arc including power
factor of furnace and ohmic resistance of electrodes.
Technical Analysis of Industrial Electric Furnaces; Classification, Choice
of Apparatus, Installation and Operation (Considerations techniques sur les
fours electriques industriels; classification choix des appareils, installation
mode d'emploi et conduite) Jean Escard. Revue Generale de l'Electricite,
vol. 4, no. 16, Oct. 19, 1918, pp. 575-591, 31 figs. Electric arc furnaces;
electric resistance furnaces; induction furnaces; electrothermoticand aluminum
furnaces.
The Electric Furnace After the War, Francis A. J. Fitzgerald. Elec.
Rev., vol. 73, no. 19, Nov. 9, 1918, pp. 726-727, 2 figs. Effect of the war
upon electric furnaces; new uses to replace war's needs; tendencies in furnace
design.
Heating. Electric Heat for Drying and Baking, George J. Kirkgasser. Indus-
Management, vol. 56, no. 6, Dec. 1918, pp. 489-495, 11 figs. Types of indus-
trial apparatus that have had rapid development during past five years.
Electric Thermal Storage Heaters for Rooms, English Mechanic & World
of Sci., vol. 108, no. 2796, Oct. 25, 1918, pp. 15.5-156. Summary of report used
by Committee of Swiss Electrotechmcal Union. From Schweizerischer
Elektrotechnischer Verein, Bui., June 1918.
Electrically Heated Industrial Appliances and Devices, George J. Kirk-
gasser. Indus. Management, vol. 56, no. 5, Nov. 1918, pp. 417-423, 32 figs
Outlines most important applications classified for 18 different industries
and shows many of simpler devices.
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
45
Ikon Ore Miking. Central Station Service Used in Operation of New Jersey Iron
Ore Mines, L. R. W. Allison. Elec. Rec., vol. 24, no. 4, Oct. 1918, pp. 24-26,
5 figs. Installation where energy generated at steam station is transmitted
to mines at 33,000 volts for operation of pumps, air compressors, hoists, etc.,
involving consumption of 600,000 kw-hr. per month.
Lime Plant. A Modern Motor-Driven Lime Plant. Cement & Eng. News, vol. 30
no. 11, Nov. 1918, pp. 19-20, 4 figs. Processes in electrically driven plant
utilizing waste marble.
Pimping. Electricity Supersedes Steam in Los Angeles, Eng. & Cement World,
vol. 13, no. 10, Nov. 15, 1918, pp. 18-19, 3 figs. Electrical operation of
pumping plants, it is said, will effect an annual saving of 18,000 bbl. of fuel
oil. Also in Elec. Rev., vol. 73, no. 19, Nov. 9, 1918, pp. 723-725, 3 figs.
High Efficiencies Shown bv Motor-Driven Water Works Pumps, Geo
H. Gibson. Can. Engr., vol. 35, no. 19, Nov. 7, 1918, pp. 412-413, 2 figs.
Data on two 12-in. centrifugal pumps.
Rolling Mills. Electrically Driven Mills at Bethlehem, J. T. Sturtevant. Rlast
Furnace, vol. 6, no. 10, Oct. 1918, pp. 417-419, 10 figs. Layout, equipment,
power consumption and tonnage on eleven installations at Lehigh plant,
where G. E. induction motors are used.
Ship Propulsion. Electricity's Part in Building and Navigating of Ships, II A.
Hornor. Elec. Eng., vol. 52, no. 2, Aug. 1918, pp. 15-22, 20 figs. Considera-
tions entering into selection of propulsion; commercial angle, first cost,
efficiency, safetj , upkeep, cost of operation, etc.; propelling machinery of
various ships. (Concluded.)
Silk Industry. Electric Drive Applied to Silk Iudustrv, Charles T. Guilford, Elec-
Rev., vol. 73, no. 22, Nov. 30, 1918, pp. 855-857, 4 figs. Advantages of central-
service for this work; selection of motors and drives; interesting data on pre-
sent installations.
Sugar Mills. Complete Electrification of Sugar Mills, Clarence G. Hadlev.
Elec. World, vol. 72, no. 22, Nov. 30, 1918, pp. 1022-1024, 2 figs. Extensive
application of motors in this industry of recent origin; satisfactory results
obtained in new Cuban mills, showing possibilities that may arise in this
field as it is developed.
TELEGRAPHY AND TELEPHONY
Radio Telegraphy and Telephony. A Combination Circuit for Tube and Crystal.
Wireless Age, vol. 6, no. 2, Nov. 1918, p. 21, 1 fig. Combined or individual
use of vacuum tube and crystql rectifier.
A New Protective Condenser. Wireless Age, vol. (i, no. 2, Nov. 1918,
p. 34, 1 fig. Designed to protect electrical transmission lines from effect
of high-frequency disturbances.
A Novel Radio Telegraph Aerial. Wireless Age, vol. (i, no. 2, Nov. 1918,
p. 20, 1 fig. Type having series of coils inserted in antenna from earth to
free end.
A Thermionic Valve Slopemeter, E. V. Appleton. Wireless World,
vol. 6, no. 68, Nov. 1918, pp. 458-460, 3 figs. Derives formula to compute
slopes of grid voltage-anode current and plate voltage-anode current curves
at any particular operating plant.
Marconi's Improved Radio Transmitter. Wireless Age. vol. 6, no. 2,
Nov. 1918, pp. 19-20, 3 figs. Method of producing continuous oscillations
by overlapping wave trains.
Method for Exhausting Vacuum Tubes. Win less Age, vol. li, no 2,
Nov. 1918, pp. 20-21, 1 fig. Apparatus which provides for heating anode by
vigorous bombardment of electrons without endangering filament, this being
method to drive gases from plate.
Propagation of Electric Currents in an Antenna (Propagation des couranta
Glectriques dans une antenne), H. Chireix. Revue Generale de l'Electricite,
vol. 4, no. 11, Sept. 14, 1918, pp. 363-374, 9 tigs. Formulae Ml in
general case of non-homogenous antennae, (2) when antenna consists of one
branch, (3) when it consists of two, and (4) when it consists of three branches
having different self-inductances and different capacities
Solid-Contact Detectors (Contribution a l'etude des detecteurs a contacts
solides). Ren6 Audubert. Journal de Physique, vol. 7, May-June 1918,
pp. 127-128. Study of physical phenomena which probably take in the action
of crystal deteotors used in wireless telegraphy. (To be continued.)
Some Aspects of Radio Telephony in Japan, Eitaro Yokoyama. Wireless
World, vol. 6, no. 68. Nov. 1918, pp. 430-435, 8 figs. Account of recent
discoveries: Evolution of a rarefied gas discharger. (To be continued.)
The Radioelectric Installation at Stavanger, Norwav (Stavanger Radiol,
Olaf Moe. Tekntsk Ukeblad, year 65, no. 43, Oct 25, 1918, pp. 595-514, 23
figs. (To be continued.)
Telephony (Wire). How to Locate Telephone Troubles. J. Bernard Hecht,
Telephony, vol. 75, nos. 21, 22 and 23, Nov. 23, 30 and Dec. 7, 1918, pp. 32-34,
3 figs.: 13-16, 10 figs, and 16-18, 2 figs. Rural line telephones and their
circuits. Suggestions to managers, wire chiefs and troublemen of local
battery exchanges. (Continuation of serial.)
Wave-Length and Weakening of Telephone Circuits (Longueur d'onde
et affaiblissement des circuits teJeponiques) , Pomey. Revue Gcn6rale de
l'Electricite, vol. 4, no. 8, Aug. 24, 1918, pp. 251-253. Simplification of author's
formula for constant B given in Aug. 3 issue.
TRANSFORMERS, CONVERTERS, FREQUENCY CHANGERS
Transformers, A. C. Study of the Calculations Involved in the Design of Large
Capacity Transformers for Use with Electric Furnaces (Etude sur le calcul de
transformateurs a forte intensity pour fours electriques), R. Jacquot. Revue
Generate de l'Electricite, vol. 4, no. 15, Oct. 12, 1918, pp. 523-536, 9 figs.
Explains sudden variations in efficiency and voltage drop by conditions of
varying load and suggests practical and economical modifications. (To be
continued.)
Rectifiers. Three-Phased Current Rectifier (Convcrtitore di correnti trifasi in
correnti continue). O. M. Corbino. L'Elettrotecnica, vol. 5, no. 28, Oct.
5, 1918, pp. 392-394, 3 figs. Apparatus operating by rotary mercury jet.
Substations. Electric Railway Substations for Automatic Transformation (Sottos-
tazioni di trasformazione automatiche per l'alimentazione de fcrrovie
elettriche), A- Gusmano. L'Elettrotecnica, vol. 5, no. 31, Nov. 5, 1918,
pp. 444-446, 6 figs. Principles of system followed in America.
Transformers, D. C. Size and Working Cost of Machines for Continuous-Current
Transformation, Thomas Carter. Elecn., vol. 81, no. 2108, Oct. 11, 1918.
4 figs. Methods of continuous-current transformation; differences between
three schemes; conclusions in regard to cost and method of operation; curves
of overall efficiency of transformer: schemes for variable-speed motors.
Frequency Changer. Radio Frequency Changers, E. E. Bucher. Wireless Age,
vol. 6, no. 2, Nov. 1918, pp. 10-13, 8 figs. Reported progress in their
application to wireless telegraphic and telephonic communication. (To be
continued.)
TRANSMISSION, DISTRIBUTION, CONTROL
Distribution, Three-Phase. Economic increase Made in Distribution Capacity,
S. Bingham Hood. Elec. World, vol. 72, no. 22, Nov. 30, 1918, pp. 1030-
1032, 7 figs. Saving of copper and transformers by replacing old overloaded
2300-volt system with 2300-2400-volt star-connected, three-phase, common-
neutral primary and interconnected secondary.
How to Remedy Inconveniences of Excessive Overload in Three-Phase
Network (Comment peut-on remedier aux inconvenients d'une tres forte
surcharge dans un r£seau triphase), E. Piernet. Revue Generate de l'Elec-
tricite, vol 4, no. 15, Oct. 12, 1918, pp. 540-544, 2 figs. Proposes adjustment
of step-up and step-down transformers so as to be able to dispose of voltage
U so long as delivered power does not exceed a certain limit and of voltage
6V3 when delivered power exceeds this limit.
Interconnection. More Light on New England Interconnection. Elec. World,
vol. 72, no. 22, Nov. 30, 1918, pp. 1027-1029, 1 fig. Estimated savings to be
exceeded; convenient energy-exchange arrangements; railroad electrification
possible without buying new generators; price at which tie-line energy can be
sold. From paper by L. L. Elden before Boston Section of Am. Inst, of Elec.
Engrs.
Relays. Factors to Consider in Applying Relays, E. A. Hester, Elec. World, vol. 72,
no. 20, Nov. 16, 1918, pp. 931-934, 9 figs. Determination of short-circuit
current connections and settings suitable for radial and parallel feeder systems:
protection against high-resistance grounds on balance systems.
Relay Protective Devices, C. J. Monk. Tran. South African Inst. Elec.
Engrs., vol. 9, part 7, July 1918, pp. 140-143, 1 fig. Proposes short method of
obtaining approximate circuit currents by observing voltage drop between
two stations at normal load, according to equation; short-circuit current =
Normal voltage times load current divided by voltage drop. Discussion of
paper published in Jl. of Inst., Oct. 1917.
Substations. Permanence in Outdoor Substations, S. B. Hood. Elec. World,
vol. 72, no. 20, Nov. 19, 1918, pp. 928-930, 6 figs. Discussion of standard
design used in all sizes from 300 leva, to 2250 kva. in order to eliminate fire
losses prevalent in modern structures; increase in cost to secure permanence
held to be negligible.
Remote Controlled Substations Described, W. T. Snyder. Blast Furnace,
vol. 6, no. 10, Oct. 1918, pp. 408-410, 2 figs. Control for central station
and motor-generator substation located about 2200 ft. from main power
station, feeding 250-volt direct-current transmission line. Paper before
Assn. Iron & Steel Elec. Engrs.
Switches. An Automatic Throe-Phase Switch, W. Ernst. Elccn., vol. 81, no. 2108,
Oct. 11, 1918, pp. 491, 4 figs. Abstract of article in Elektroteeunische Zeit-
schrift. No. 4, 1918.
Safety Features in Switching Installation, M. M. Samuels and F. BcehofT.
Dice. World, vol. 72, no. 19, nov. 9, 1918, pp. 878-880, 9 figs. Review of
existing alarm systems used to indicate switch positions and overheating of
apparatus; weak points in installations and suggestions designed to bring
about their improvement.
Transmission Lines. Locating Troubles in Electric Lines (Note sur les essais et
mesures relatifs aux lignes eleetriques), Louis Puget. Revue G6ue>ale de
l'Electricite, vol. 4, no. 16, Oct. 19, 1918, pp. 563-565, 2 figs. Method for
measuring resistance of line and locating a ground, which author claims to
have found serviceable in his experience with underground lines. The
methods given are applicable to overhead lines as well.
110,000- Volt Transmission Line over the St. Lawrence River, S. Sven-
ningson. Proc. Am. Inst. Elec. Engrs., vol. 37, no. 11, Nov. 1918, pp. 1275-
1284, 3 figs. Account of investigation leading to construction of 350-ft.
towers to support transmission wires on a span of 4800 ft.; design of towers
and insulators; provisions for protection from ice and method of sag calcula-
tions.
WIRING
House Wiring. Three- and Four- Way Switch Circuits, Terrell Croft. Elec. Eng.,
vol. 52, no. 2, Aug. 1918, pp. 23-25, 5 figs. Cottage wiring; unusual wiring:
two-location control. (Concluded.)
GENERAL SCIENCE
CHEMISTRY
Electrolytic Conductivity. Electrolytic Conductivity in Non-Aqueous Solutions.
The Electrical Conductance of Trimethyl-Para-Tolyl-Ammonium Iodide in
Water and Several Organic Solvents, Henry Jermain, Maude Creighton
and D. Herbert Way. Franklin Inst. Jl., vol. 186, no. 6, Dec. 1918, pp. 675-
798, 7 figs. Investigations.
Elements. Automic Number and Frequency Differences in Spectral Series, Herbert
Bell. Lond., Edinburg & Dublin Phil. Mag., vol. 36, no. 214, Oct. 1918,
pp. 337-347, 2 figs. Numerical tests of Rydberg's law that square root of
doublet and triplet differences is proportional to automic weights, substituting
atomic number for atomic weight.
46
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
Elements in the Order of Their Atomic Weights, Raymond Szymanowitz.
Chem. News, vol. 117, no. 3059, Oct. 25, 1918, pp. 339-340. Presents table
which shows numbers follow scheme of sequence expressed by: X, X +3,
X + 3 + 1, A' + 3 + 1 +3, etc., adding 1 and 3 alternately.
Solutions. The Eleotrical Conductivity of Acids and Rases in A<|ueous Solutions,
JnaneDdra Chandra Ghosh. II. of the Chem. Soc, vols. 113-114, no. 072,
(let. lllls, pp. 790-799. Explains abnormally high mobility of hydrogen and
hydroxylions in aqueous solutions on assumption that electricity is partly
carried by ordinary process of convection and partly propagated through
water molecules undergoing alternate dissociation and recombination;
apparently high activity of strong acids and bases is also traced to this cause;
modifies Ostwald equation for electrolytes where degree of rissocation is less
than one.
Structure of Matter. Atomic Structure from the Physico-Chemical Standpoint,
Alfred W. Stewart. Lond., Edinburgh & Dublin Phil. Mag., vol. 30, no. 214,
Oct. 19 IS, pp. 320-330, 1 fig. Model atom proposed as having a structure
accounting for all the facts known concerning elements, including radioactive
transformations.
Intcrfacial Tension and Complex Molecules, G. N. Autonoff. Lond.,
Edinburgh & Dublin, Phil. Mag., vol. 36, no. 215, Nov. 1918, pp. 377-390,
5 figs. Theory of molecular attraction based on modern representation of
nature of atoms and molecules; explanation of phenomena of molecular
attraction by action of forces which cause chemical affinity; deduction of rela-
tion between surface tension and molecular pressure.
Valency. Definition of Valency, P. 11. Loring. Chem. News, vol. 117, no. 3058,
Oct. 11, 1918, pp. 319-322. Simile to explain significance of term and nature
of atoms which exorcise variable valencies.
Fluorescence. On the Phenomena of Fluorescence, Desmond Gcoghcgan. Chem.
News, vol 117, no. 3058, Oct. 11, 1918 p. 322 Suggestsexperimentwhich.it
is said, will prove that rays of light passed through a sufficient thickness of a
fluorescent substance lose thereby power of exciting fluorescence when they
are passed through a second layer of same substance.
Magneto-Thermo Phenomena. Magneto-thermal Phenomena (Le phenomene
magnetoealoriquc), Pierre Weiss and Auguste Picard. Journal de Physique,
vol.7, May-June 1917, pp. 103-109, 1 fig. Account of pronounced changes in
temperature which were observed in course of experimental measurements
preliminary to plotting set of isothermals for nickel. Near Curie's point
temperature increased 0.7 deg. on establishing field of 15,000 gausses.
Optics. The Correction of Telescopic Objectives, T. Smith. Lond., Edinburgh &
Dublin Phil. Mag., vol. 30, no. 215, Nov. 1918, pp. 405-412. Criticism of
expressions for constructional data for small objectives as given by A. O.
Allen in Phil. Mag., June 1918.
The Scattering of Light by Air Molecules, R. J. Srutt. Lond., Edinburgh
& Dublin Phil. Mag., vol. 30, no. 214, Oc t. 1918, pp. 320-321. Supplements
former account of experiments (Proc. Roy. Soc. A., vol. 44, p. 453, 1918) by
answering inquiry from R. W. Wood (Phil. Mag., vol. 30, p. 272, Sept. 1918)
in regard to precautions taken for drying air in experiments.
Quanta Law Researches on the Limit of the Continuous Spectrum of X-Rays
(Rccherches sur la limite du spectra continu des rayons X), Alex. Muller.
Archives des Sciences Physiques et Naturelles, year 123, vol. 40, Aug. 1918,
pp. 03-73, 1 fig. Theoretical and experimental verification of Planck's
law of quanta as generalized by Einstein by confirming the relation c V =
h v in the ease of the continuous spectrum of X-rays, and for an interval from
14 to 28 kilovolts.
MAT 1 1 KM ATM -
Analytical Functions. Factoring and Prolongation of Analytical Functions
(Quelques rcmarques sur la decomposition en facteurs primaircs et 1c pro-
longement des fonctions analytiques), Kmile Picard. Comptes rendus des
seances de l'Academie des Sciences, vol. 107, no. 12, Sept. 10, 1918, pp. 105-
40S. Further comment on \\ oierstrass' method of decomposition. In
Comptes rendus, vol. 92, 1881, p. 090, author showed application of this
method to uniform functions whose roots approach indefinitely a given line.
Divergent Series. A Conspectus of the Modern Theory of Divergent Scries, Walter
IS. Ford. Bui. Am. Math Soc, vol. 25, no. 1, Oct. 1918. pp. 1-15. Review
of modern theory of divergent series in regard to (1) the question as to how a
sum may be assigned to a divergent series in general, and (2) the functional
properties of a symptotic series; proposed limitations to form a consistent gen-
eral theory of summation.
KQUAT10NS. Simultaneous Linear Differential Equations Involving Partial Derivatives
and Reduction of Hyper-Geometric Functions of Two Variables (Sur des
equations lineares simultanees aux derivees partielles et sur descasdc reduction
des fonctions hypcr-geometriquos de deux variables), Paul Appeli. Comptes
rendus des seances de l'Academie des Sciences, vol. 107, no. 12, Sept. 10,
1918, pp. IOS-413.
Solution of Partial-Derivative Equations by Means of Hermite's Poly-
nomials (Sur les equations aux derivees partielles verinees par les polynomics
d'Hermite, deduits d'une exponcnticllc), Pierre Humbert. Comptes rendus
des seances de l'Academie des Sciences, vol. 107, no. 15, Oct. 7, 1918, pp.
522-525. Application of Appell's method (Comptes rendus, vol. 107, 191S,
p. 309) to variables obtained from differentiation of exponential function whose
exponent is of quadratic form in ,V and )'.
Solutions of Differential Equations as Functions of the Constants of
Integration, Gilbert Ames Bliss. Rul. Am. Math. Soc, vol. 25, no. l,_Oct.
1918, pp. 15-20. Proposes-method.
Treatment of Partial-Derivative equations by Hypcrspherical Poly-
nomials (Sur les systemes d'equations aux derivees partielles v6rifies par les
polynomes -hyperspheriques). J. Kampe de Ferict. Comptes-rendus des
seances de l'Academie des Sciences, vol. 107, no. 15, Oct. 7, 1918, pp. 519-522.
Study of case of n linear equations involving partial derivatives of second order.
[sogeneous Complex Functions. Note in Isogenous Complex Functions of Curves,
W. C. Graustein. Bui. Am. Math. Soc, vol. 24, no. 10, July 1918, pp.
473-477.
Orthogonal SUBSTITUTION. Note on the Construction of an Orthogonant, Thomas
Muir. Proc. Roy. Soc. of Edinburgh, vol. 38, part 2, session 1917-1918,
pp. 146-153. Comments of and addition of theorems to Cayley's mode of
forming an orthogonal substitution.
Probarility. An Elementary Derivation of the Probability Function, Albert A.
Bennett. Bui. Am. Math. Soc, vol. 24, no. 10, July 1918, pp. 477-481.
Derives by means of elementary considerations equation of probability from
sequence of binomial coefficients
PHYSICS
Flame PROPAGATION. The Propagation of Flame through Tubes of Small Diameter.
William Pay man and Richard Vernon Wheeler. Jl. Chem. Soc, vols. 113
. & 114, no. 070, Aug. 1918, pp. 050-000, 3 figs. Report of experiments, performed
in connection with work on construction of miners' safety lamp, on speed of
uniform movement during propagation of flame in mixtures of methane and
air through tubes of small diameter on the passage of flame through similar
tubes filled with mixtures of methane and air and open at both ends and
on the passage or projection of flame through short tubes of small diameter.
Radium. On Some Properties of the Active Deposit of Radium, S. Ratner. Lond.,
Edinburgh & Dublin Phil. Mag., vol. 30, no. 215, Nov. 1918, pp. 397-405, 2
figs. Experimental research which leads author to question whether
phenomenon of recoil of RaC from RaB has ever been observed, also that
proportion of recoil atoms of RaB carrying negative charge in less than 1 to
100,000.
Relativity. On the Essence of Physical Relativity, Joseph Larmor. Proc. Nat.
Academy of Sci., vol. 4, no. 11, Nov. 1918, pp. 334-337. Offers objection to
Leigh Page's expression (no 4, p. 40) for translatory force required to sustain
assigned varying velocity in electrostatic system of type usually investigated
as model of electron.
Semi-Fluids. Mechanics of Semi-Fluids (Mecanique des semi-fluides). Comptes
Rendus des Seances de l'Academie des Sciences, vol. 107, no. 7, Aug. 12, 1918,
pp. 253-250. Discusses possibility of disregarding tangential action of central
cylinder on annular part of the limiting surfaces.
Vibrations and Wave Motions. Diffraction of Plane Waves by a Screen Bounded
by a Straight Edge, F. J. W. Whipple. Lond., Edinburgh & Dublin Phil.
Mag., vol. 36, no. 215, Nov. 1918, pp. 420-424. Adaptation of R. Hargreaves'
method for simple harmonic wave (Phil. Mag., vol. 36, p. 191), to diffraction
of waves of arbitrary type.
Periodic Irrotational Waves of Finite Height T. II. Havelock. Proc.
Roy. Soc, vol. 95, no. A005, Sept. 2, 1918, pp. 38-51. Extension of Mitchell's
form for highest wave and its generalization by means of surface conditions;
method of approximation for coefficient, calculation for highest wave.
The Intcrferometry of Vibrating Systems, C. Barus. Proc Nat.
Academy of Sci., vol. 4, no. 11, Nov. 1918, pp. 328-333, 4 figs. Report of
experimental work.
The Sount Waves and Other Air Waves of the East London Explosion
of January 19, 1917, Charles Davison. Proc. Roy. Soc. of Edinburgh, vol.
38, part 2, session 1917-1918, pp. 115-129, 1 fig. Construction of paths fol-
lowed by air waves and sound waves; offered explanation for fact that inaudible
air waves were observed beyond limits of sound areas by reason of their more
nearly horizontal path.
ORGANIZATION AND MANAGEMENT
ACCOUNTING
Army. Accounting Systems in Army Camps, E. J. Holmes. Jl. Actcy., vol. 26, no. 6,
Dec. 1918, pp. 429-435. Explains the system used by the U. S. Army in
connection with the disbursement of funds appropriated by Congress.
Carrying on with the Accountants in the American Expeditionary Forces,
C. B. Holloway. Jl. Actcy., vol. 26, no. 6, Dec 1918, pp. 412-416. Specific
operations carried on by the accounting personnel.
Cost Accounting. Cost Accounting to Aid Production (III), G. Charter Harrison.
Indus. Management, vol. 56, nos. 5 and 6, Nov. and Dec 1918, pp. 456-463,
2 figs, and 391-398, 1 fig. Emphasizes necessity of cost-accounting system
and illustrates its planning with diagram showing basic features of simple
system for a business manufacturing various kinds of standard machines.
(Continuation of serial.)
Duties of a Factory Cost Accountant, Joseph Gill. Jl. Actcy., vol. 26,
no. 6, Dec. 1918, pp. 441-449. A thesis presented at the May examinations
of the Am. Inst, of Accountants. Routine work of cost accountants.
Setting Production Standards for Industrial Accounting and Engineering,
F. J. Knieppel. Jl. of Accountancy, vol. 26, no. 5, Nov. 1918, pp. 361-375.
Explains methods of determining four basic standards.
Inventories. Verification of Inventories, A. L. Philbrick. Jl. Actcy., vol. 26,
no. 6, Dec. 1918, pp. 417-428. Briefly outlines the work of the auditor and
his responsibilities. Difficulties involved in the verification of the inventory.
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
47
Mail Order. Mail Order Accounting, Harry L. Cavanagh. Jl. Actcy., vol. 26, no.
6, Dec. 1918, pp. 436-440. A thesis presented at the May examinations of
the Am. Inst, of Accountants.
Tower House. Economics of the Power House, L. W. Alwyn-Schmidt. Power
Plant Eng., vol. 22, no. 23, Dec. 1, 1918, pp. 949-952. Problem of Power-
house accounting approached from point of view oficonomist.
EDUCATION
Training of Employees. Packard Training Schools for Employees, D. G.
Stanbrough. Indus. Management, vol. 56, no. 5, Nov. 1918, pp. 378-382,
13 figs. Four schools operated ; for men, women, instructors for women and for
job setters and foremen.
Vestibule School of Lincoln Motor Co., J. M. Eaton. Indus. Manage-
ment, vol.. 56, no. 6, Dec. 1918, pp. 452-455, 10 figs. Equipment of training
rooms; system of instruction in machine-shop practice.
Soldiers. Vocational Training for Returned Soldiers. Jl. Eng. Inst. Can., vol. 1,
no. 7, Nov. 1918, pp. 333-334. Work being done at Toronto and McGill
Universities.
University. The Khaki University. Can. Min. Inst., bul. no. 80, Dec. 1918, pp.
985-989. Letter from F. D. Adams giving an account of the work and
plans for future development.
FACTORY MANAGEMENT
Boiler Shop. Business Equipment in the Boiler Shop, Edwin L. Seabrook. Boiler
Maker, vol. 18, no. 11, Nov. 1918, pp. 305-307. Suggests items of business
conduct in boiler making plant.
Employment Manager. The Employment Manager, Edward D. Jones, Wood-
Worker, vol. 37, no. 9, Nov. 1918, pp. 38-39. Organization and direction of
course offered gratis to representatives of manufacturers by Management
Division of War Industries Board.
The Employment Manager in Our Shipyards, Edward B. Jones. Int.
Mar. Eng., vol. 23, no. 11, Nov. 1918, pp. 612-614. Duties of general exe-
cutive; importance of schools; wage system and ideal service; psychology
of mass action.
Foremen. Instructions to Assistant Foremen, George II. Shepard. Indus. Man.,
vol. 56, no. 5, Nov. 1918, pp. 403-407. Prepared by plant working extensively
on governmental orders to inspire and guide minor executives.
Industrial Organization. After- War Economics of Engineering. Times Eng.
Supp., no. 529, Nov. 1918, pp. 225-226. Suggests that plants review their
methods of manufacture and adopt convenient modifications when necessary.
Illustrations of practical procedure by reference to foundry work.
Industrial Organization as it Affects Executives and Workers, Charles
E. Knoeppel. Jl. Am. Soc. Engrs., vol. 40, no. 12, Dec. 1918, pp. 1031-1033.
Proposes rules of efficient organization for practical guidance of executives in
developing system of industrial relationship. Presented at annual meeting
of the Sos.
Management — The Solution of the Shipbuilding Problem, W. L.
Churchill. Indus. Management, vol. 56, no. 5, Nov. 19 IS, pp. 361-366, 2
figs. Based on study of conditions in 20 shipyards and pointing to manage-
ment as developed recently in other industries as proper solution to problems.
Practical System in Factory Operations, M. H. Potter. Can. Machy.,
vol. 20, no. 20, Nov. 14, 1918, pp. 559-560, 6 figs. Forms of charts developed
from investigation of actual case.
Scientific Management Simplified. Malcolm Kcir. Soi. Monthly,
vol. 7, no. 6, Dec. 1918, pp. 525-529. Adaptability of scientific management
to industry; fundamental elements of scientific management.
Industries. New Industries, H. W. Gepp. Aust. Min. Std., vol. 60, no.
1564, Oct. 31, 1918, pp. 686-688. Address with discussion before Soc. of
Chem. Ind., Melbourne. Essential factors in the successful development
of new industries in a young country.
Mechanical Department. Coordination in the Mechanical Department, W. U.
Appleton. Ry. Rev., vol. 63, no. 22, Nov. 30, 1918, pp. 73-774. Recom-
mendations for system and harmony within department and with other
departments. Paper before Canadian Ry. Club, Oct. 1918.
Rate Setting. Mastering Power Production, Walter N. Polakov. Ind. Man., vol.
56, no. 5, Nov. 1918, pp. 399-403, 6 figs. Conservation of labor, power and
fuel in relation to rates. Tenth article.
Time Studies for Rate Settings on Gisholt Boring Mills, Dwight V.
Merrick. Indus. Management, vol. 56, no. 5, Nov. 1918, pp. 409-411, 1 fig.
Fifth article.
Routing. About the Handling of Mill Work (II), Chas. Cloukey. Wood- Worker,
vol. 37, no. 9, Nov. 1918, pp. 23-24, 1 fig. Part which routing of work through
mill has in economical production.
Task Setting. The Human Factor in Task Setting, W. E. Camo. Indus. Manage-
ment, vol. 56, no. 5, Nov. 1918, pp. 372-374, 1 fig. Chief conditions that
affect factor; how they are evaluated; how to predetermine proper allowance.
Tool Department. Continuous Tooling. Times Eng. Supp., no. 527, Sept. 1918,
p. 183. Suggests a means of obtaining increased output from machine-shop
tools.
Tool Department of Winchester Works. Iron Age, vol. 102, no. 19,
Nov. 7, 1918, pp. 1129-1133, 4 figs. Virtually on factory production basis,
workers being trained for single type operation ; preparation section's important
functions.
FINANCE AND COST
Capital. Capital: Its Waste and Its Conservation, Archibald P. Main. Gas Jl.,
vol. 144, no. 2894, Oct. 29, 1918, pp. 249-251, and (discussion) pp. 251-252.
Means by which author judges British industry can make best use of available
credit and financial accommodation. Paper before Soc. of British Gas
Industries.
INSPECTION
Graphic Control. Graphic Production Control, C. E. Knoeppel. Indus. Manage-
ment, vol. 56, nos. 5 and 6, Nov. and Dec. 1918, pp. 383-390, 17 figs., 496-502,
14 figs. Controlling materials and operations. Fourth Article.
Production Records. Keeping Close Track of Shop Operation, Robert I. Clcgg
Iron Age, vol. 102, no. 21, Nov. 21, 1918, pp. 1251-1253, 6 figs. Records of
production and labor bulletined to management; reports with alarm-clock
attachment.
Supervision. Mechanical Department Supervision, Frank Mc Manamy. Ry. Mach.
Eng., vol. 92, no. 11, Nov. 1918, pp. 597-598. Better supervision and more of
it needed to keep up shop output. From paper before New York Ry. Club.
LABOR
Bargaining (including collective systems). Agreement vs. Bargaining, Harry
Tipper. Automotive Ind., vol. 39, no. 19, Nov. 7, 1918, pp. 784-785. Claims
confidence between employer and employee is impossible so long as both base
their relations upon their ability to take advantage of a bargain.
Handling Employment Relations Without Help from the Outside
Automotive Ind., vol. 39, no. 17, Oct. 24, 1918, pp. 722-723, 1 fig. Collective-
bargaining plan for handling all matters relating to wages, hours of labor,
discipline, discharges and grievances.
Important Phases of the Labor Problem, Magnus W. Alexander. Iron
Age, vol. 102, nos. 21 and 22, Nov. 21 and 28, 1918, pp. 1258-1325. Problems
of pensions and insurance; profit sharing in industry; adjustment of labor
disputes; working conditions; hours of work. Nov. 21: Recruiting of men;
collective bargaining discussed.
Bonuses
. Paying Bonuses to Power Plant Employees, Frederick L. Ray. Nat.
Engr., vol. 22, no. 10, Oct. 1918, pp. 493-495, and (discussion) pp. 495-497.
Account of system followed by Milwaukee Elec. Ry. & Light Co. Paper
before Nat. Assn. of Stationary Engrs.
British Labor Administration. Labor Administration, Edward T. Elbourne,
Engineer, vol. 126, qos. 3276, 3278, 3279, 3280. Oct. 11 and 25, Nov. 1 and 8,
1918, pp. 299-300, 348-350, 2 figs., 365-367, 4 figs., 388-390, 1 fig. Oct. 25:
Women; Nov. 1: Time office (men); Nov. 8: Methods of Remuneration.
Dilution. Labor Dilution as a National Necessity, Frederick A. Waldron. Jl
Am. Soc. Mcch. Engrs., vol. 40, no. 12, Dec. 1918, pp. 1033-1035. After
referring to work done by British Bureau of Labor, the writer outlines
the scope of labor dilution as necessary application to national resources of
• U. S. Presented at annual meeting of society.
Employment Department. Employment Department Routine of the Curtiss Aeroplane
& Motor Corp., Charles E. Fouhy. Ind. Man., vol. 56, no. 5, Nov. 1918,
pp. 412-416, 17 figs. Routine and forms of employment department.
Industrial Relations. Employment of Labor, Dudley R. Kennedy. Jl. Am. Soc.
Mech. Engrs., vol. 40, no. 12, Dec. 1918, pp. 1030-1031. Activities of
Industrial Relations Department of Hog Island plant in connection with
securing and maintaining a force of 35,000 employees and providing for
their needs and comfort. Presented at the annual meeting of society.
Fundamental Factors in Sound Industrial Relations, H. T. VValler.
Ind. Management, vol. 56, no. 5, Nov. 1918, pp. 367-371, 8 figs. Seven
lactors discussed by author and illustrated by cartoons interpreting vital truth.
Use of Non-Financial Incentives in Industry, Robert B. Wolf. Jl.
Am. Soc. Mech. Engrs., vol. 40, no. 12, Dec. 1918, pp. 1035-1038, 2 figs.
Account of instances where personal interest has been developed in workmen
by supplying foremen with information upon costs, methods of operation,
possibilities in direction of economy and efficiency, etc. Presented at annual
meeting of the A. S. M. E.
Lunch Rooms. Feeding Employees at a Steel Plant. Iron Age, vol. 102, no. 19, Nov.
7, 1918, pp. 1136-1138, 2 figs. Reasons for abolishing dinner pail; manage-
ment of lunchroom; auxiliary room for foreigners; commissary.
National War Labor Board. The War Labor Board and the Living Wage, Frank
P. Walsh. Survey, vol. 41, no. 10, Dec. 7, 1918, pp. 301-303. Account of
origin of National War Labor Board, its purpose and achievements.
Protit Shaking. A Tested Profit Sharing Plan, Dale Wolf. Indus. Management,
vol. 56, no. 6, Dec. 1918, pp. 486-488, 3 figs. Average of 46 per cent of com-
pany's profits are distributed to employees.
Soldiers. Returned Soldiers Make Very Good Welders, W. F. Sutherland. Can.
Machy., vol. 20, no. 22, Nov. 28, 1918, pp. 618-619, 2 figs. Outline of work
done by training school.
The Employment of the Returned Soldier. Can. Machy., vol. 20,
no. 20, Nov. 14, 1918, pp. 501-562. Resume^ of problem as viewed by
English correspondent. From Times Eng. Supp.
The Industrial Restoration of Disabled Soldiers, Bert. J. Morris. Indus.
Management, vo.. 56, no. 6, Dec. 1918, pp. 477-481, 4 figs. Review of
accomplishments of other nations and notes on organizations preparing to
re-educate American soldiers.
Turnover. Interpretating Labor Turnover, Luther D. Burlingame. Am. Mach.,
vol. 49, no. 19, Nov. 7. 1918, pp. 855-858, 1 fig. Discusses real meaning and
how it should be computed.
Women. Women in the Machine Shop, S. A. Hand. Am. Mach., vol. 49, no. 23,
Dec. 5, 1918, pp. 1035-1037, 9 figs. Successful experience of large firm of
machine tool builders in employment of women workers.
Women Workers. Women in the Service of the Railways, Pauline Goldmark. Ry.
Age, vol. 65, no. 23, Dec. 6, 1918, pp. 1010-1018. Used in a great variety of
work. Address before Labor Reconstruction Conference, Academy c)
Political Science, N. Y.
48
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
LEGAL
Boilep. Contracts. Construing Boiler Contracts, A. L. H. Street. Power, vol. 48,
no. 22, Nov. 20, 1918, pp. 7(i.".-7(JG. Case reported in the Maryland Court
of Appeals, bearing on obligations of manufacturer under contract, for instal-
lation of boilers according to particular specifications.
Casual Employment. What Constitutes Casual Employment ? Chcsla C. Sherlock.
Am. Much., vol. 49, no. 19, Nov. 7. 1918, pp. 850-852. Discussion of certain
legal interpretations.
Contributor IN Negligence. Disobedience of Orders by Employees and Its
Relation to Compensation. Chesla C. Sherlock. Am. Mach., vol. 49, no.
22, Nov. 28, 1918, pp. 980-982. Review of some court decisions.
Floors, Slippery (accidents from). Injuries Caused by Slippery Floors, Chesla
C. Sherlock. Power, vol. IN, no. 22, Nov. 20, 1918, pp. 790. Some court
decisions.
Simple Tools (accidents from). Liability in the Use of Simple Tools, Chesla C.
Sherlock. Am. Mach., vol. 49, no. 21, Nov. 21, 1918, pp. 939-940. Some
legal aspects of employers' liability in use of simple tools.
JM BLIC REGULATION
Government Trading. The Functions of the Government in Relation to Industry,
W. L. Hichens. Iron & Steel Trades .11., nos. 3099 and 3100. Nov. 2 and 9.
1918, pp. 488-489 and 514. Examination of advisability of carrying out
suggestions that the Government engage in trading undertakings.
RECONSTRUCTION
Electrical Industry. Problems of the Reconstruction Era. Elec. World, vol. 72,
no. 19, Nov. 9, 1918, pp. 877-878. Taking effective part in great world
war, this country will necessarily be powerful factor in succeeding period;
closer co-operation in electrical industry advocated.
Export Trade. Reconstructing Our Business Fabric Shipping, vol. 5, no. 8,
Nov. 23, 1918, pp. 15-16, 1 fig. Steps being taken and progress made to take
advantage of present opportunity United States has of developing inter-
nationally.
SAFETY ENGINEERING
BoiLER ROOMS. Boiler Room Holes. Eng, & Cement World, vol. 13, no. 10, Nov. 15,
1918, p. (Wi. Suggestions to boiler-room attendants on the care of oilers and
prevention of accidents. From Safety Bui.
Boiler Shops. Accident Prevention in Boiler Shops, Boiler Maker, vol. IS, no. 11,
Nov. 1918, pp. 315-317, 5 figs. Account of what Bethlehem Steel Co. has
accomplished and consideration of causes of accidents.
Disease PREVENTION. Engineers and Disease Prevention. Times Eng, Supp., no.
529, Nov. 1918, p.. 231. Points out pari engineers can play.
First Am. Standardization of First Aid Methods, C. H. Connor. Safety Eng.,
vol. 36, no. 4, Oct. 1918, pp. 237-238. From Proc. Seventh Annual Safety
Congress.
Foundries. Injuries from Molten Metal. Chesla C. Sherlock. Iron Age, vol. 102,
no. 21, Nov. 21, 1918, pp. 1262-1262. Ordinary perils; defective tools and
appliances; basis of foundryman's responsibility.
Water-Si pp i, y Protection. Protection of Water Mains, Fire Hydrants and Valves
in Winnpeg. Thomas II. Hooper. Mun. Jl., vol. 45, no. 21, Nov. 23, 1918,
p. 410. From Quarterly of Nat. Fire Protection Assn.
Woodworking Industry. Infections and Blood Poisoning in the Woodworking
Industry, Leroy Philip Kuhn. Safety Eng., vol. 30, no. 4, Oct. 1918, pp.
228-230. From I'roc. Seventh Annual Safety Congress.
SALVAGE
Salvaging and Utilizing Wastes and Scrap in Industry, W. Kockwood
Conover. Indus. Management, vol. 50, no. 0, Dec. 1918, pp. 119-451.
Significance of salvaging; reclaiming practice for number of classes of materials
and wastes.
TRANSPORTATION
Comparative Methods. Light-Traffic Railway vs. Highway and Motor Truck.
Clement C. Williams. Eng. News-Rcc., vol. 81, no. 22, Nov. 28, 1918,
pp. 981-985. Analyses of operating expenses, fixed charges and amount and
kind of traffic should be made for each case.
Motor Trucks. Highway- Motor Truck Problem as Viewed by User, Manufacturer
and Engineer. Eng. News-Rec, vol. 81, no. 22, Nov. 28, 1918, pp. 908-977,
2 figs. Three Views. Limitations to be Placed on Trucks, from User's
Viewpoint, by George H. Pride; Factors that Will Govern Future Road
Design, by Edward L. Viets; Highways and Truck Loads they Can Econ-
omically Sustain, by H. Eltinge Breed.
Motor Truck Transportation Growing Rapidly. Ry. Rev., vol. 03,
no. 22, Nov. 30, 1918, pp. 703-709, 11 figs. Formerly regarded as competitive,
inter-city motor-truck traffic is now encouraged by railroads.
INDUSTRIAL PROCESSES
Supp., no. 529,
Nov. 1918, p. 228.
Alcohol. Industrial Alcohol. Times Eng
Possible sources of supply.
Asphalt. Chemical Constitution of Artificial Asphalts (La constitution chimique
des asphaltes artificiels). Genie Civil, vol. 73, no. 13, Sept. 28, 1918, p. 256.
Results of experiments with petroleum residues, lignite, tars and schist.
From Zeitschrift fur angewandte Chemie, June 11, 18.
Coal Distillation. Distillation at Low Temperature. Gas Age, vol. 42, no. 11,
Dec. 2, 1918, pp. 466-407. Discusses advantages of " coalite " process.
From Journal des Usines a Gaz.
Low Thermal Distillation of Coals, G. W. Traer. Coal Industry, vol. 1 ,
no. 10, Oct. 1918, pp. 393-395. Details of experimental plant; character-
istics of semi-coke or charcoal; how to make a coke of suitable structure.
Am. Inst. Min. Engrs. paper.
D< st Precipitation. Electrastatic Dust Precipitation. William H. Easton. Indus.
Management, vol. 56, no. 6, Dec. 1918, pp. 473-475, 5 figs. Dust-laden
gases become ionized when passing through field around grounded tubes inside
which fine wires are charged with current of 50,000 to 100,000 volts
Gas Manufacture. Coal Conservation in Relation to Gas Manufacture, Tim
Duxbury. GasJI., vol. 144, no. 2895, Nov. 5, 1918, pp. 302-305 and (dis-
cussion) pp. 305-308. Results of experience with vertical retorts. Paper
before Manchester Instu. of Gas Engrs. Also in Gas World, vol. 69, no. 1789.
Nov. 2, 1918, pp. 202-203, 1 fig.
Economizing Coal in Gas Manufacture, Frederick Shewring. Gas World,
vol. 09, no. 1789, Nov. 2, 1918, p. 261. Comments on steaming retorts.
Inclined Retort Plant at Rome, N. Y., A. Success, S. Bent. Russell.
Gas Age, vol. 42, no. 11, Dec. 2, 1918, pp. 463-466, 4 figs. Views and
mechanism details of plant having daily capacity of 500,000 cu. ft. of gas.
Institution of Gas Engineers. Gas Investigation Committee. Gas Jl.,
vol. 144, nos. 2894 and 2895, Oct. 29 and Nov. 5, 1918, pp. 235-249, 3 figs.
and (discussion) pp. 291-299. Report, of sub-committee appointed to .in-
vestigate relative efficiency in use of different grades and compositions of
gas.
Glass. Substitutes for Glass. Sci. Am. Supp., vol. 80, no. 2235, Nov. 2, 1918, p.
283. Composition of siloxide and artificial mica; possibilities of derivatives
of cellulose, oiled cotton cloth and vitro-cellulose. From La Nature.
Leather. Recent Developments in Leather Chemistry. Henry R. Proctor. Jl.
Roy. Soc. of Arts, vol. 06, no. 3442. Nov. 8, 1918, pp. 770-781. Discussion
of chemical and physical changes taking place in tanning process.
Naphthalene and Benzol. Estimation of Naphthalene in Coal Gas, Harold G.
Colman. Gas Jl., vol. 144, no. 2894, Oct. 29. 1918, pp. 231-232. Modifi-
cations in Colman-Smith's method (vol. 75, p. 798).
Notes on Benzol and Naphthalene Recovery, Harold E. Copp. Gas
Jl., vol. 144, no. 2895, Nov. 5, 1918, pp. 311-313, 2 figs. Results obtained
with plant installed at gas works. Paper before Midland Assn. of Gas Engrs.
and Mgrs. Also in Gas World, vol. 09, no. 1789, Nov. 2, 1918, pp. 205-266.
NlTRIC Acid. Nitric Aeid as a By-Product of Internal Combustion Engines, A. W. H.
Oiepe. Am. Gas Eng. Jl., vol. 109, no. 21, Nov. 23, 1918, pp. 487-489,
7 figs, and p. 492. Process to precipitate nitric oxide as by-product of
internal-combustion engines, flue gases, illuminating gas, furnace gas, blast-
furnace gas, natural gas, etc.
Oxygen and Hydrogen. Electrolytic Oxygen and Hydrogen. Travellers' Standard.
vol. 6, uo. 7, July 1918, pp. 137-145. Method of producing oxygen and hydro-
gen and their respective industrial applications.
Potash. Recovery of Potash from Blast Furnaces, Linn Bradley. Iron Age, vol.
102, no. 19, Nov. 7, 1918, pp. 1151-1153. From paper before Fourth Nat.
Expos, of Chem. Ind., New York, September 1918.
Stoneware. Chemical Stoneware, Fred A. Whitaker. Brick & Clav Rec, vol. 53,
no. 11, Nov. 19, 1918, pp. 875-877, 10 figs. Account of development of
industry in United States.
Water Gas. Applications of Peat for the Production of Water Gas (Trvs Anvendels
til Frcmstilling af Vandagas). Ingeniren, year 27, no. 86, Oct. 26, 1918,
pp. 501-562.
MARINE ENGINEERING
AUXILIARY MACHINERY
Boats. Boat Lowering Appliances. J. R. Hodge. Tran. Inst. Marine Engrs., vol.
30, Aug. 1918, pp. 123-127, 4 figs, and (discussion) 127-136, 1 fig. Type of
disengaging gear designed to deal simultaneously and automatically at both
ends of boat, to free it from davit falls or tackles as soon as boat is water-
borne.
General Rules and Regulations Prescribed by the Board of Supervising
Inspectors as Amended at Board Meeting of January, 1918. Department of
Commerce, Steamboat-Inspection Service, Aug. 1, 1918, 147 pp., 5 figs.
Rules for boiler plate, boilers and attachements, boats and their appliances,
steamers, barges and duties of inspectors; list of instruments, machines and
equipments approved for use on vessels.
Diving Bell. Diving Bell in Use at Halifax Ocean Terminals, J. J. MacDonald.
Jl. Eng. Inst. Can., vol. 1, no. 6, Oct. 1918, pp. 252-262, 14 figs. Outline of
function design, construction and operation; formulation of principles of
design proposed as applicable to future work; survey of fields of activity where
plant of this type promises applicability.
SALVAGE
Salvage Methods. Salvage of Wrecked Ships (Le sauvetage des navires coules),
A. Poidloue. Genie Civil, vol. 73, no. 13, Sept. 2S, 1918, pp. 241-244, 6 figs.
Review of processes used and considerations on probability of future develop-
ments.
Turning Vessel. Salvaging the Steamship St. Paul, Charles M. Horton Int.
Mar. Eng., vol. 23, no. 11, Nov. 1918, pp. 644-648, 6 figs. Methods used
in turning vessel; Character of problems solved; placing patch under
difficulties.
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
49
SHIPS
Canada. A Canadian Shipbuilding Industry, Thomas Cantley. Can. Min. Inst.,
bul. no. 80, Dec. 1918, pp. 995-1000. Excerpts from paper at 20th annual
meeting of the Institute. The question of developing steel shipbuilding in
Canada.
Concrete Ships. Concrete Ship Design, R. J. Wig. Eng. & Cement World, vol. 13,
no. 10, Nov. 15, 1918, pp. 15-17, 9 figs. Summary of conclusions on advisa-
bility of constructing concrete ships reached by Concrete Ship Department,
Emergency Fleet Corporation. From Special Report to Chairman of Shipping
Board. Also in Eng. News-Rec, vol. 81, no. 20, Nov. 14, 1918, pp. 903-904,
3 figs.
Concrete Ships. Times Eng. Supp., no. 527, Sept. 1918, pp. 184-185.
Account of shipyards where 18 concrete vessels are under construction and
others will shortly be started.
Different Types of Framing in Two New Government Reinforced-
Concrete Ships. Eng. News-Rec, vol. 81, no. 22, Nov. 28, 1918, pp. 986-989,
6 figs. 7500-ton oil tanker has close-spaced frames with vertical and hori-
zontal reinforcing in shell, while 2500-ton schooner barge has long-span framing
system with diagonal shell reinforcement.
Reinforced-Concrete Barges (Barca de hormigon armado), Julio MurOa.
Revista de Obras Publica3, year 66, no. 2245, Oct. 3, 191S, pp. 493-497, 10
i figs. Calculations of design for 60-ft. barge.
Reinforced Concrete Vessels, Walter Pollock. Can. Engr., vol. 35, no.
17, Oct. 24, 1918, pp. 367-373, 5 figs. Considerations of design and ideals
aimed by builders; strength, advantages and disadvantages; classification
rules; structural details of hull, steelwork and fittings. Paper before British
Instn. of Naval Architects.
Duct Keels. Improvements in the Construction of Ships, E. F. Spanner. Ship-
building and Shipping Rec, vol. 12, no. 9. Nov. 7, 1918, pp. 451-452. Discusses
question of duct keels. Before Instn. Engrs. & Shipbuilders.
Isherwood Framing. Large Freighters of Isherwood Framing Adapted to Bridge-
Shop Fabrication. Eng. News-Rec, vol. 81, no. 19, Nov. 7, 1918, pp. 853-
857, 4 figs. Problems worked out by co-operation of naval architect and
engineer on barge shop; 200 tons weight saved; time gained in detailing;
all molded work done in large shop at shipyard.
Reduction Gearing. Italian Reduction-Geared Turbine Cargo-Steamship "Ansaldo
I." Shipbuilding & Shipping Rec, vol. 12, nos. 19 and 20, Nov. 7, and
14, 1918, pp. 447-450, 13 figs., 470-471, 4 fig9. Principal dimensions, plans and
photographs.
Resistance. Effect of Appendages on Resistance and Propulsion. Shipbuilding
& Shipping Rec, vol. 12, no. 19, Nov. 7, 1918, pp. 452-453, 2 figs. Account
of Luke's experiments with various angles of bossing, with outward- and
inward-turning screws; values of wake fractions and hull efficiencies; resistance
compared with resistance of naked model. (Concluded.)
Rolling. The Rolling of Ships. Sci. Am. Supp., vol. 86, no. 2236, Nov. 9, 1918,
p. 299 Factors upon which natural period of roll of a ship depends; results
obtained by Froude with his apparatus to record angles of roll. From
Shipping World.
Standardized Ships. Structural Steel Standardized Cargo Vessels, Henry R.
Sutphen. Inst. Mar. Eng., vol. 23, no. 12, Dec. 1918, pp. 695-968, 1 fig.
How quantity production was met.
Stresses. Investigation of Shearing Force and Bending Moment on Ship Structures,
A. M. Robb. Int. Mar. Eng., vol. 23, no. 11, Nov. 1918, pp. 637 : 642. 8 figs.
Moderate amplitudes of heave; sagging bending moment; pitching treated
graphically; effect of rotational acceleration. (Second article )
Tow Boats. Plans and Specifications of New Wood Tow Boats. Inst. Mar. Eng.,
vol. 23, no. 12, Dec. 1918, pp. 673-674, plate, 1 fig. Built for hard service.
Wooden Ships. Building Wooden Ships for the Emergency Fleet Corporation, E. A.
Suverkrop. Am. Mach., vol. 49, no. 20, Nov. 14, 1918, pp. 383-387, 11 figs.
Planking and interior work. Third article.
YARDS
Canada. Canadian Vickers Shipbuilding Works at Montreal. Engineering, vol. 106,
no. 2754, Oct. 11, 1918, pp. 395-396, 12 figs. Illustrated description of ship-
building in Canada.
Departmental Organization. Effective Arrangement of Departments in Ship-
Iyard Organization, G. F. S. Mann. Int. Mar. Eng., vol. 23, no. 11, Nov.
1918, pp. 615-617. Shipyard divisions; relations between organization
departments and production departments; duties of chief engineer.
New Lake Shipyard has Side-Launching Ways Under Cover. Eng.
News-Rec, vol. 81, no. 19, Nov. 7, 1918, pp. 839-841, 3 figs. Ships built at
Ferguson yard fabricated in company's shops two miles away; berths covered
with cantilever roof served by semi-gantry crane.
Gr
Great Lakes. Great Lakes Yards Lead Coast Districts in Building Ocean-Going
Ships. Eng. News-Rec, vol. 81, no. 22, Nov. 28, 1918, pp. 978-980, 4 figs.
Canal-size steamers produced in large numbers; spirit of co-operation; yard
capacity doubled; no outside fabrication; equipment of varied character;
labor shortage.
ooter's Island. Methods Used at Shooter's Island for Constructing Standard
Ships, Charles M. Horton. Int. Mar. Eng., vol. 23, no. 11, Nov 1918,
pp. 618-624, 13 figs. Serving individual ways; method for increasing output;
well-lighted boiler shop; handy plate-lifting clamp.
MECHANICAL ENGINEERING
AIR MACHINERY
Air Conditioning. Air Conditioning, Charles L. Hubbard. Domestic Eng., vol.
85, nos. 3 and 4, Oct. 19 and 26, 1918, pp. 82-84, 2 figs, and 118-120, 5 figs.
Possibilities of this branch of heating and ventilating engineering and how
it may save coal and raise efficiency of employees in industrial plant.
Pneumatic Tools in Winter. Effects of the Use of Pneumatic Tools on the
Nervous System, Francis M. Barnes. Safety Eng., vol. 36, no. 4, Oct. 1918,
pp. 239-240. Recommends warming chisel in cold weather, enlarging or
covering shank to prevent cramp in hand muscles, and condemns practice of
blocking) xhaust outlet, thereby forcing current of cold air over fingers.
From Proc Seventh Annual Safety Congress.
CEMENT AND CONCRETE
Aggregate. Clean Aggregates Obtained under Difficult Conditions, C. P. Mowry.
Cement & Eng. News, vol. 30, no. 11, Nov. 1918, pp. 31-32, 3 figs. Arrange-
ment and working of a western plant.
Proportioning the Materials of Mortars and Concretes by Surface Areas
of Aggregates, L. N. Edwards. Surveyor, vol. 54, no. 1398, No. 1, 1918,
pp. 209-210. Results of tests made by Toronto Department of Works with
object of developing surface-area method of proportioning and securing infor-
mation relative to (1) surface area of aggregates of varying granulometric
composition, (2) quantity of water necessary to produce a "normal"
uniform consistency of mortar for varying sands and cement constant, and
(3) strength of mortar attained by varying proportion of cement in mix.
Paper before Am. Soc for Testing Materials.
Cement Gun. Cement Gun Used for Repairing Pit Stacks. Blast Furnace, vol. 6,
no. 10, Oct. 1918, pp. 399-401, 5 figs. Steel reinforcement placed on old
shell and gunite applied.
Cold- Weather Concreting. Cold Weather Concreting. Eng. & Cement World,
vol. 13, no. 10, Nov. 15, 1918, pp. 20-24, 8 figs. Effect of low temperatures
on concrete work; suggestions of Portland Cement Assn. in regard to heating
materials and protecting work.
Disintegration. Conclusions on Causes of Concrete Disintegration, A. Blackie.
Eng. & Contracting, vol. 50, no. 21, Nov. 20, 1918, pp. 503-505. From paper
before Eng. Ins. of Canada.
Form Units. One Set of Tool Forms Used Three Times Completes Concrete Foundry,
J._ M. Villadsen. Eng. News-Rec, vol. 81, no. 21, Nov. 21, 1918. pp. 950-
951, 3 figs. Form units assembled on ground with reinforcement in place
erected by derrick; concrete placed by telescoping chute.
Francois and Portier Cementation Processes. Cementation Processes of
Francois and P..iiicr, A. H. Krynauw. Contract Rec, vol. 52, no. 44,
Oct. 30, 19 18, pp. 864-865. Conditions most suitable for hard setting in shortest
time when cement is pumped under pressure into fissures; cases in which
cementation has been successfully applied; comparison between two processes.
Paper before Chem. Metallurgical & Min. Soc.
Moisture. Effect of Water on Strength of Concrete. -Contract Rec, vo.. 52, no. 44,
Oct. 30, 1918, p. 865, 1 fig. Diagram presenting amount of water used in
per cent of quantity giving maximum strength against per cent of maximum
strength. Drawn from results of experimental tests.
Saturation of Concrete Reduces Strength and Elasticity, M. B. Lagaard.
Eng. News-Rec, vo.. 81, no. 20, Nov. 14, 1918, pp. 908-910, 6 figs. Tests,
made at University of Minnesota, show that moisture content of specimens
serves to counteract benefits of moist curing.
CORROSION
A Case of Corrosion Caused by Electrolytic Action in aWestinghouse-
Leblanc Air Pump (Un cas de corrosion a allure electrolytique dans une
pompe a air Westinghouse-Leblanc) , L. Conge. Revue Generate de 1'Elee-
tricite}, vol. 4, no. 15, Oct. 12, 1918, pp. 539-540, 2 figs. States that no pipe or
machine element intended to operate exposed to direct action of any kind
of water should be composed of metals capable of forming a voltaic couple.
FOUNDRIES
Bras3 Foundry. A Brass Foundry With Automatic Ventilation, Charles Vickers.
Foundry, vol. 46, no. 316, Dec. 1918, pp. 568-574, 11 figs. Description of
foundry with its ventilation arrangements.
Coreroom. Modern Coreroom for Malleable Foundry, Donald S. Barrows. Iron
Age, vol. 102, no. 21, Nov. 21, 1918, pp. 1254-1255, 5 figs. Designed and
constructed for 50,000-ton foundry, provides for economical handling of raw
materials and finished cores. Abstract of paper before Am. Foundrymen's
Assn., Oct. 1918. Also in Foundry, vol. 46, no. 316, Dec. 1918, pp. 577-578,
5 figs.
Die Casting. Die-Casting of Aluminum, H. Rix and H. Whitaker. Sci. Am.
Supp., vol. 86, no. 2237, Nov. 16, 1918, pp. 314-315. Advantages; heat
treatment; material for dies; cost of process. Paper before Inst, of Metals.
Furnaces. Continuous Tunnel Furnace in Malleable Industry. Philip d'H.
Dressier. Foundry, vol. 46, no. 316, Dec. 1918, pp. 566-567, 5 figs. Discus-
sion of paper by H. E. Diller on Experiments in Annealing Malleable Iron,
at annual meeting of Am. Foundrymen's Assn., Milwaukee, Oct. 1918.
Electric Furnace in the Steel Foundry, W. E. Moore. Iron Age, vol.
102, no. 20, Nov. 14, 1918, pp. 1206-1207. Comparison of electric and converter
costs; relation to power station; future of electric steel foundries. From paper
before Am. Foundrymen's Assn., Milwaukee, Oct. 1918.
Oil-Burning Cupola Operations Analyzed, John Howe Hall. Foundry,
vol. 46, no. 316, Dec. 1918, p. 558. Results attained in melting iron for
3-ton converter plant point to saving in fuel and labor with more steady
output. From paper before Am. Foundrymen's Assn., Milwaukee, Oct. 1918.
Ladles. Suggest Standard Sleeves and Nozzles. Brick & Clay Rec, vol. 53, no.
11, Nov. 19, 1918, pp. 882-883, 21 figs. Standard dimensions for round-face
and straight-face nozzle brick for foundry ladles proposed by Am. Face
Brick Assn., also dimensions of sleeves for foundry ladles proposed by a com-
mittee of steel men and founders in joint assembly with a committee of
manufacturers of sleeve and nozle brick.
50
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
Malleable Iron. Malleable Iron Castings, P. A. Paulson. Iron Age, vol. 102,
no. 21, Nov. 21, 1918, p. 1266. Advantages over steel castings for agri-
cultural purposes. From paper presented at Am. Foundrymen'a Assn.,
Milwaukee, Oct. 1918.
The Integrity of the Malleable Casting, Enrique Touceda. Iron Age
vol. 102, no. 20, Nov. 14, 1918, pp. 1204-1205. Possibility of obtaining
thoroughly sound castings; use of chills detrimental; effect of war on
industry. From paper before Am. Foundrymen's Assn., Milwaukee, Oct.
1918.
Molding. How Marine Cylinders are Molded and Cast, F. H. Bell. Can. Machv.
vol. 20, no. 22, Nov. 28, 1918, pp. 611-614, 7 figs. Description of method
used in a Toronto plant.
Pit Molding an Intricate Condenser Casting. Foundry, vol. 46, no. 316,
Dec. 1918, pp. 552-557, 10 figs. Structural difficulties, experienced more
generally in light work, attended production of this 34,900-11). casting.
Patterns. The Engineer in Relation to the Foundry, E. S. Carman. Iron Age,
vol. 102, no. 20, Nov. 14, 1918, pp. 1200-1202, 13 figs. Machine designs not
adapted to advanced foundry practice; comparison of correct and incorrect
patterns for floor molding. From paper before Am. Foundrymen's Assn.,
Milwaukee, Oct. 1918.
Pouring. A Modern Pouring System. Iron Age, vol. 102, no. 20, Nov. 11, 1918,
p. 1203, 3 figs. New type of pouring device and hand crane.
Sand. Improving Foundry Sand Mixtures, Henry B. Haneley. Iron Age, vol. 102,
no. 19, Nov. 7, 1918, pp. 1146-1148, 3 figs. Use of sand-mixing machine;
time required for mixing; effect of sea coal and fireclay. From paper before
Am. Fdrys. Assoc, Milwaukee, October 1918. Also in Foundry, vol. 40,
no. 316, Dec. 1918, pp. 559-562, 5 figs.
Semi-Steel. Methods of Manufacturing Semi-Steel for Projectiles (Sui vari metodi
di fabbricazione della ghisa per proiettili), Giulio Sirovich. Ingegneria
Italiana, vol. 2, no. 4, Sept. 26, 1918, pp. 178-180.
Urgent Shell Need Found Foundries Heady. Foundry, vol. 46, no.
316, Dec. 1918, pp. 581-587, 15 figs. Manufacturing operations and practices
developed in American foundries would have furnished tonnage of semi-
steel shell beyond all prospective requirements.
Supervision. A Foundry Supervision System, Paul R. Ramp. Iron Age, vol. 102,
no. 23, Dec. 5, 1918, pp. 1383-1385, 2 figs. Routine set of reports designed to
provide quick and accurate gage of current costs and operations. From paper
before Am. Foundrymen's Assn., Milwaukee, Oct. 1918.
Asn.
FUELS AND FIRING
Clinker and Ash in Fuel. Times Eng. Supp. no. 527, Sept. 1918, p. 186
Methods employed for curtailing labor entaded in removing large and hard
masses of clinker.
The Fusibility of Coal Ash and the Determination of the Softening
Temperature, Arno C. Fieldncr, Albert E. Hall and Alexander L. Field.
Department of Interior, Bureau of Mines, Bui. 129, 1918, 146 pp., 38 figs.
Review of literature on subject; effect of various oxidizing, reducing, and
neutral atmospheres such as are found in various parts of fuel bed on softening
temperature of ash when molded in form of Seger cones; development of
method for determining fusibility whereby ash is caused to soften and form
slags in which iron exists in approximately same state of oxidation as when in
fuel-bed clinkers.
Boiler Firing. Combustion in Its Relation to Boilers, E. A. Uehling. Power,
vol. 48, no. 23, Dec. 3, 1918, pp. 804-806 Describes requirements for com-
plete combustion and discusses combustion efficiency and absorption
efficiency.
Generation of Heat and Its Absorption by Boiler, Henry Misostow.
Nat. Engr., vol. 22, no. 10, Oct. 1918, pp. 518-522, 4 figs., and (discussion)
pp. 522-525. Conditions which will realize an efficient commercial combustion
and suggestions to utilize-heat indications in securing good performance in
boiler room. Paper before Nat. Assn. of Stationary Engrs.
The Firing of Steam Boilers. English Mechanic & World of Sci., vol.
108, no. 2796, Oct. 25, 1918, p. 155. Report of German patent comprising
an air chamber divided by two transverse partitions and placed immediately
below top portion of endless chain grate. From Zeitschrift fur Dampfkessel
und Maschinenenbetrieb, July 5, 1918.
Coal, Combustion Characteristics. Combustion Characteristics of Coals, Joseph
G. Worker, Elec. Rev., vol. 73, no. 22, Nov. 30, 1918, pp. 849-851. Com-
bustion characteristics of coals and their influence upon choice of stoker equipe-
ment; load conditions also important factor.
Conservation. Coal Conservation. Times Eng. Supp., no. 527, Sept. 1918, p. 187.
Abstract of report of Coal Conservation Committee of Ministry of Re-
construction.
England's Fuel Rationing Order. Heat. & Vent. Mag., vol. 15, no. 11,
Nov. 1918, pp. 17-21. Provisions of new regulation limiting supply of coal,
gas and electricity to domestic consumers.
Fuel Regulation during the War, P. R. Noyes and D. M. Myers. Nat.
Engr., vol. 22, no. 10, Oct. 1918, pp. 481-492. Discussion by Federal Govern-
ment officials before Nat. Assn. of Stationary Engrs.
Industrial Coal Economy, David Wilson. Machy. Market, no. 939,
Nov. 1, 1918, pp. 19-20. Suggestions based on the experience of the author
who is technical advisor to Coal Controller. Paper before Assn. of Engrs.-
in-charge. (To be continued.) Also in Elecn., vol. 81, no. 2110, Oct. 25,
1918,p.540.
Proposed Coal-Rationing Rules for the United States. Heat. & Vent.
Mag., vol. 15, no. 11, Nov. 1918, pp. 21-23. Allowances designed for heating,
cooking and hot-water service in residences, flats and apartment houses.
Final draft of report of Committee on Fuel Conservation, Am. Soc. of Heating
and Vent. Engrs.
Rational Utilization of Commercial Fuels (Sur ^utilisation rationnelle
des combustibles dont dispose actuellement l'industrie). Revue Generate
de l'Electricite, vol. 4, no. 14, Oct. 5, 1918, pp. 505-511. Report of the
Ministry of Armament and War Manufacturies. From Bulletin des Usines
de Guerre, Aug. 26 and Sept. 2, 1918, pp. 137-149 and 145-147.
Gasoline. Substitute for Gasoline Tested. Motor Age, vol. 34, no. 23, Dec. 5, 1918,
p. 15. Excerpts of tests made by Bureau of Standards on secret product said
to be composed of inexpensive and easily obtainable materials.
Hand-Fired Plants. Fuel Economy in Hand-Fired Power Plants. Power Plant
Eng., vol. 22, no. 23, Dec. 1, 1918, pp. 953-956, 4 figs. Settings, stacks and
breechings. Fourth article.
Load Factor. Coal Consumption Rates in Various Central Stations and Industrial
Plants. Elec. Rev., vol. 73, no. 22, Nov. 30, 1918, pp. 846-848, 2 figs. Result
of study by Hydro-Electric Commission of Ontario proves superiority of
large power plant and emphasizes economy of high load-factor.
Oil Fuel. California Petroleum as a Fuel Oil, Thomas J. Royer. Nat. Engr., vol.
22, no. 10, Oct. 1918, pp. 525-533, 13 figs., and (discussion) pp. 533-534.
Account of development; study of use in steam-boiler practice ana suggestions
for satisfactory operation; test in a water-works pumping station. Paper
before Nat. Assn. of Stationary Engrs.
Pulverized Coal. First Pulverized Coal Installation in Western Canada, n. R.
Collins. Min. & Ens. Rcc, vol. 23, nos. 17 and 18, Sept. 30, 1918, pp. 177-
179. Features of pulverizing plant.
Pulverized Fuel, E. R. Knowles. Steam, vol. 22, no. 5, Nov. 1918,
pp. 128-133, 10 figs. Temperatures attainable; disadvantages of pulverized
coal as fuel: requirements for successful burning. (Concluded.)
Pulverized Fuel in the Oneida Street Plant of the Milwaukee Elec. Ry. <fe
Light Co., F. Dornbrook. Nat. Engr., vol. 22, no. 10, Oct. 1918, pp. 535-537,
and (discussion) pp. 537-539. Results obtained with trial installation.
Paper before Nat. Assn. of Stationary Engrs.
Pulverizing Coal, J. Cunliffe. Eng. & Cement World, vol. 13, no. 10,
Nov. 15, 1918, pp. 56-58. Waste resulting from burning coal in lumps;
preparation, application and burning of pulverized coal.
Waste Heat. Waste Heat from Steel Furnaces, Thomas B. Mackenzie. Times
Eng. Supp., no. 527, Sept. 1918, p. 195. Method of utilizing waste heat from
open-hearth furnaces in generation of steam. Paper before Iron & Steel
Inst.
HANDLING OF MATERIALS
Coal. Coal Handling Plant of Virginian Railway, E. F. Case. Ry. Rev., vol. 63,
no. 21, Nov. 23, 1918, pp. 731-735, 9 figs. Account of extensive additions
to this railroad's plant at Sewall's Point, Va.
Excavation Material. Comparison of Excavation Haulage by Motor Trucks.
Industrial Railways and Teams. Eng. News-Rec, vol. 81, no. 22, Nov.
28, 1918, pp. 993-996. 1 fig. Detailed cost accounts on construction of
Brooklyn Army Supply Base show that trucks are more economical than teams
and less economical but more flexible than railways.
Grain. Car Equipment for Loading or Unloading Grain (Installations pour le
transport des grains montees sur wagons). G6nie Civil, vol. 73, no. 14, Oct.
5, 1918, pp. 261-263, 11 figs. Two systems; by air pressure, and by suction.
Ore. Large Ore Storage in a Limited Space, F. L. Prentiss. Iron Age, vol. 102, no. 22,
Nov. 28, 1918, pp. 131 1-1313, 4 figs. Double bin system of Iroquois Iron Co
solves material-handling problems and results in short haul to skip cars.
Sand. Pneumatic Car Provides Efficient Method of Handling Sand, W. L. Whitlock.
Elec. Ry. Jl., vol. 52, no. 22, Nov. 30, 1918, pp. 967-968. 5 figs. By use of
new sand car, crew of regular car takes care of sand transportation which
formerly required services of three additional men.
HEAT TREATING
Malleable Cast Iron. Experiments in Annealing Malleable Cast-iron, H. E.
Diller. Foundry, vol. 46, no. 316, Dec. 1918, pp. 564-566, 4 figs. Results of
several laboratory experiments show that malleable iron can be annealed in
tunnel furnace in 48 hours or les. From paper before Am. Foundrymen's
Assn., Milwaukee, Oct. 1918.
Quenching Steel. Warping of Steel bv Repeated Quenching, J. H. Whiteley. Iron
Age, vol. 102, no. 21, No^ . 21, 1918. pp. 1256-1257, 6 figs. How the metal
contracts; direction of its flow; interesting features revealed by microscope.
From paper before Iron and Steel Inst., London, Sept. 1918.
HEATING AND VENTILATION
Equipment. Care of Heating and Ventilating Equipment, Harold L. Alt. Power,
vol. 48, no. 21, Nov. 19, 1918, pp. 736-738, 3 figs. Down-draft furnace.
Also in Power, vol. 48, no. 23, Dec. 3, 1918, pp. 801-803, 5 figs.
Factory Heating. Factory Heating, Charles L. Hubbard. Steam, vol. 22, no. 5,
Nov. 1918, pp. 123-i27, 9 figs. System of heating with hot water under forced
circulation. (To be continued.)
Some Factory Heating Problems, B. C. Moore. Wood- Worker, vol.
37, no. 9, Nov. 1918, pp. 26-27. Considerations of the economical value of
keeping a factory heated night and day.
Hot Air Furnace. How to Improve the Hot-Air Furnace, Charles Whiting Baker.
Department of Interior, Bureau of Mines, Tech. Paper 208. 20 figs. Recom-
mends practice of adding auxiliary cold-air duct by which air supply to furnace
may be taken from inside the house, instead of from outdoors, during very
cold or windy weather.
House Heating. Economical Heating of Cottages and Small Houses, Frederick
Grant. Domestic Eng., vol. 85, no. 5, Nov. 2, 1918, pp. 160-162, 4 figs.
Suggests features of design for both hot-water and steam-heating systems.
Office Building Heating. Fuel Economy in the Singer Building, Norman King
Power, vol. 48, no. 20, Nov. 12, 1918, pp. 710-711. Some figures on ccsti and
economies.
Vapor Heating. Modern Practice in Vapor Heating. Heat. & Vent. Mag., vcl.
15, no. 11, Nov. 1918, pp. 44-46, 5 fizs. The Moline System. Sixth article.
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
51
Ventilation. A Discussion cf Ventilating Practices, Charles A. Mitke. Coal
Industry, vol.1, no. 10, Oct. I918.pp.379-3S1. Analysis of working conditions
as affected by ventilation; installation of mechanical ventilation. Paper
before Nat. Safety Congress.
No Quarrel Necessary Between Natural and Mechanical Ventilation
Advocates. Heat. & Vent. Mag., vol. 15, no. 11, Nov. 1918, pp. 37-40.
Clear and well-defined field for each method depending upon required air
conditions with given type of occupancy and occupation. From reply by
E. Vernon Hill to newspaper article.
HOISTING AND CONVEYING
Cranes. Handling Shipbuilding Material at Atlanta Shipyard. Ens:. News-Rec,
vol. 81, no. 23, Dec. 5, 1918, pp. 1020-1022, 8 figs. Planned for direct routing;
three craneways in fabricating yard; shape shop in open; turret cranes at
shipbuilding berths; assembly yard.
Hoisting and Conveying Machinery (Des appareils dc manutentiou dans
l'industrie en general), F. Seba. Revue Generale de l'Electricite, vol. 4, nos.
12 and 14, Sept. 21, and Oct. 5, 1918, pp. 423-433 and 493-504, 39 figs.
Sept. 21: construction and arrangement of bridge cranes, traversing jib
hoists, ceiling hoists and foundry hoists. Oct. 5, trai eling cranes with
auxiliary crab, rollers, rails, gear shafts, drums, cables and grab hoists.
Some Heavy Fitting-Out Cranes — I. Fixed Cranes at Kearny and Hog
Island Yards. Eng. News-Rec, vol. 81, nos. 20 and 21, Nov. 14 and 21,
1918, pp. 885-890, 6 figs.; 937-941, 6 figs. 100-ton trolley bridge spanning
slipway supplemented by portal cranes; platform derrick of unusual capacity
and reach uses single-motor hoisting engine at Hell Gate arch-erection plant.
Nov. 21: II. Cantilever and Jib Travelers at Newark Bay and Bristol;
double cantilever bridge traveling along pier commands line of ships on cither
side; provision for extension; friction draft gear buffers; tower jib crane fitted
with special safety devices.
Drums. Drum Shapes as Affecting the Mine Hoist Duty Cycle and Motor Ratine,
F. L. Stone. Proc. Am. Inst. Elec. Engrs., vol. 37, no. 10, Oct. 1918, pp. 1203-
1221, 22 figs. Points out that the problem of drum shape consists in varying
diameter of different parts of winding drum so that load may be accelerated
and retarded at beginning and end of its travel with minimum consumption
of power, and gives numerical examples of performance of various drum
shapes under assumed conditions.
Electbic Hoisting Machines. Electric Hoisting Machines (I.es machines
d'extraction a commande eJectrique), G. Rouet, Revue Generale de l'Elec-
tricite\ vol. 4, no. 13, Sept. 28, 1918, pp. 451-457, 9 figs. Comparison between
Leonard and three-phase types.
Ropes. Ropes for Hoisting Coal from Mines, M. W. Reed. Coal Industry, vol. 1,
no. 10, Oct. 1918, pp. 388-391. Discussion concerning strength, elasticity,
bending stress, starting, stopping, corrosion, clips and sockets for hoisting
ropes; care and life of hoisting ropes. Paper before Nat. Safety Congress.
HYDRAULIC MACHINERY
Flow or Water. A Proposed Hvdraulic Experiment, Lord Ravleigh. Lond.,
Edinburgh & Dublin Phil. Mag., vol. 38, no. 211, Oct. 1918, pp. 315-310,
1 fig. Observation of flow of liquid between two cylinders revolving about
their axes in opposite directions for the purpose of testing Fronde's explanation
regarding phenomena which take place when fluid passing along uniform pipe
arrives at place where pipe expands.
Flow of Water in Wash Water Troughs for Rapid Sand Filters. Eng.
& Contracting, vol. 50, no. 20, Nov. 13, 1918, pp. 161-462, 2 figs. From
description in Cornell Civil Engineer of experiments made by Ernest C.
Fortier and Frank V. Fields to determine surface curves for flow of water in
wash water troughs and to develop formula for assistance of designers of
troughs.
Flow of Water Through One- and One-Half-Inch Pipe and Valves,
Frederick W. Greve, Jr., Purdue Univ., Bui. 1, Eng. Experiment Station,
vol. 2, no. 2, July 1918, 21 pp. 16 figs. Tables and formulae for determining
head losses incurred with use of pipes and valves.
Hydraulic Experiments with Valves, Orifices, Hose, Nozzles, and Orifice
Buckets, Arthur N. Talbot, Fred B. Seely, Virgil R. Fleming and Mehin
L. Enger. Univ. of Illinois Bui., vol. 15, no. 37, May 13, 1918, Bui 105,
80 pp., 28 figs. Loss of hydraulic head in small valves; flow of water through
submerged orifices; fire streams from small hose and nozzles; orifice bucket
for measuring water.
Tides. Power from the Tides, J. O. Boving. Times Eng. Supp., no. 529, Nov.
1918, pp. 232-233, figs. Design of turbines which author thinks will render
utilization of tidal power economically feasible.
Water Hammer. Causes of Shock in Hydraulic Mains, Alfred Towler. Machy.
Market, no. 942, Nov. 22, 1918, pp. 17-18. Broad consideration of cause
and effect in principle of violent collision as determined by momentum.
Paper before Leeds Assn. Engrs.
Maxima Excess Pressures Produced by Water Hammer (Etude sur les
maxima de surpression dans les ph6nomenes de coups de belier), Maurice
Gariel. Revue Ge*nerale de l'Electricite, vol. 4, nos 11 and 12, Sept. 21 and
Oct. 5, 1918, pp. 403-411. 6 figs., and 183. 490, 4 figs Analysis of modern
theory of water hammer leads author to establish that Michaud's formula for
maximum excess pressure applies to great majority of turbine installations:
that Joukowski-Allievi's formula applies to conduits of uniform dimensions
when opening closes in less than 2 /.,a (where /. is length in meters and a
velocity of propagation of wave; and Sparre's formula in cases of non-uniform
conduits and extremely rapid shut-off. Oct. 5: Investigations of phenomena
of pressure waves developed in conduit by sudden release at opening and
account of experimental verification of theoretical conclusions.
Watebwheels. Principles of Waterwheel Design. David R. Shearer. Power,
vol. 48, no. 21, Nov. 19, 1918, pp. 732-734, 5 figs. Some of underlying prin-
ciples simply illustrated, referring particularly to relation between velocity
of water and the peripheral velocity of wheel.
INTERNAL COMBUSTION ENGINES
Hbavt Oil Engines. The Diesel Engine, Its Fuels and Uses, Herbert Haas.
Automotive Eng., vol. 3, no. 9, Oct. 1918, pp. 4 1 8-424. General characteristics
of oil engines; three general types; various cycles and comparison of advan-
tages of each; comparative economies; detail of construction. (To be con-
tinued.) Also in Jl. Soc. Automotive Engrs., vol. 3, no. 5, Nov. 1918, pp.
299-308, 5 figs.
The Heavy Oil Engine, Charles E. Lucke, Int. Mar. Eng., vol. 23, no. 11,
Nov. 1918, pp. 625-029 (Conclusion of article.)
The Semi-Diesel Engine. Times Eng. Supp., no. 529, Nov. 1918,
p. 245. Characterisitics and design.
The Semi-Diesel Oil Engine, James Richardson. Engineering, vol.
106, no. 2756, Oct. 25, 1918, pp. 461^404, 12 figs. Review of mny types of
semi-Diesel engines. Paper before Diesel Engine Users' Asso. Oct. 24, 1918.
High Speed Engine. Modern Types of Engines, Harry R. Ricardo. Machy. Market,
no. 941, Nov. 15, 191S, pp. 17-18. Features of high-speed engine design and
f)oints upon which designers have concentrated their attention. Paper
>efore North-East Coast Instn. of Engrs. & Shipbuilders. (To be continued.)
Also in Int. Mar. Engr., vol. 23, no. 11, Nov. 1918, pp. 650-651.
Magnetos. Operation of Internal-Combustion-Engine Magnetos (Sul Funzionamento
dei magneti di accensione dei motori a scoppio), Emilio Biffi. l'EIectrotec-
nica, vol. 5, nos. 22, 24 and 28, Aug. 5 and 25, Oct. 5, 1918, pp. 302-306,
326-332 and 386-392, 26 figs. Aug. 5 and 25; theory of the magneto-generator.
Oct. 5 : theory of formation of spark in secondary coil. (To be continued.)
Marine Engines.- Two versus Four-Cycle Internal Combustion Marine Engines.
Giovanni Chiesa. Engineering, vol. 106, no. 2757, Nov. 1, 1918, pp. 482J
486, 6 figs. Purpose of article is to coordinate arguments which have been
alleged for and against both types in their best form of construction and
to endeavor to draw conclusion after careful consideration of all points of
question.
Mixture. Mixing the Mixture, Robert Miller. Motor Boat, vol. 15, no. 22, Nov.
25, 1918, pp. 11-14, 6 figs. Points out importance of securing uniform mixture
in cylinder in order to socure chemical combination and considers the problem
of direct injection.
Pistons. Piston Design, Harry R. Ricardo. Automobile Engr., vol. 8, no. 119
Oct. 1918, pp. 274-278, 12 figs. Design in which connection between ring-
carrying portion of piston and slipper surface is severed, so that heat can only
be conductd to slipper surfaces by way of main webs, these being so con-
structed that heat from crown is distributed evenly over surface of slippers
Also in Autocar, vol. 41, no. 1201, Oct. 26, 1918, pp. 409-410, 3 figs.
LUBRICATION
Cranes, Electric. Electric Crane Lubrication, Geo. R. Rowland. Lubrication,
vol. 5, no. 12, Oct. 1918, pp. 2-10, 10 figs. Ring oiling system which consists
of oil reservoir and brass ring attached to and revolving with shaft.
( itting Tools. Cutting lubricants and Cooling Liquids. Shipbuilding & Shipping
Rec, vol. 12, no. 19, Nov. 7, 1918, pp. 445-440. Enumeration of factors
upon which selection of suitable cutting lubricant or cooling liquid depends
and suggestions in regard to their manipulation. From report issued by
Advisory Council of Department of Scientific & Indus. Research.
Economy. Lubricant Economy, D. Street. Can. Machy., vol. 20, no. 22, Nov. 28,
1918, p. 617. Necessity for practicing economy and suggestions for reducing
waste.
Steam Cylinders. Problems of Steam Cylinder Lubrication (III), W. F. Osborne.
Blast Furnace, vol. 6, no. 10, Oct. 1918, pp. 414-410. Factors affecting opera-
tion and lubrication of compound engines.
MACHINE ELEMENTS AND DESIGN
Bearings. Saving Power by Efficient Bearings, F. H. Lenox. Text'le World Jl.,
vol. 54, no. 23, Dec. 7, 1918, pp. 91-95, 4 figs. Equipment method and results
of experiments to determine power required to overcome friction of shaft
bearings.
Rolts and Screws. S. A. E. Standard Screws and Bolts. Jl. Soc. Automotive Engrs.,
vol. 3, no. 5, Nov. 1918, pp. 333-335, 1 fig. Brief account of development of
standards and comparison of standard screw-thread pitches used in nve-inch-
sj stems most generally adopted in American and British practice, — B W S
B. S. F., U. S. S., S. A. E. Reg., S. A. E. Fine.
Crankshafts. Problems of Crankshaft Design, Otto M. Burkhardt. Aerial Age,
vol. 8, no. 7, Oct. 28, 1918, pp. 370-379, 15 figs. Mathematical analysis of
three groups of forces necessary to induce and maintain speeds of 3000 r.p.m.
or more; pressures due to gaseous mixture, inertia forces and centrifugal forces.
Paper before Eng. Soc. of Buffalo.
Gears, The Internal Gear. Pamphlet published by Fellows Gear Shaper Co., 92
pp., 55 figs. Popular presentation of the comparative tooth action of internal
and external gear teeth, together with directions for cutting, and samples of
applications .
MACHINE SHOP
Tool Making. Tooling Up Single Spindle Automatics aDd Lathes. Can. Machy,
vol. 20, no. 19, Nov. 7, 1918, pp. 530-537, 6 figs. Operations for British 101
fuse body.
Grinding. Grinding; Its Utility in the Modern Shop, D. Street. Can. Machy.,
vol. 20, no. 22, Nov. 28, 1918, p. 623. Convenience of substituting grinding
for tooling in certain machine operations.
Belting. Belting Speeds; Saw Speeds; Bearing Alloys, G. F. Cosgove. Wood-
Worker, vol. 37, no. 9, Nov. 1918, pp. 28-29. Account of experiments made
with gang ripping machines with saws located above stock to be ripped,
feed being by means of a grooved traveling bed which carries the stock beneath
saws.
52
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
Tool Department.
DnilL Sharpening. Central Plant for Sharpening Drill Steels Savc3 Money in
Quarrying. Eng. News-Kec ., vol. 81, no. 21, Nov. 21, 1918, pp. 929-930,
3 figa. Sharpening shop with two men replaces five Bmithies; steel conveyor,
oil-fired furnaces and concrete quenching vat.
Gages. Making Thread Gages, T. H. Fenner. Can. Machy., vo.. 20, no. 19, Nov. 7,
1918, pp. 529-532, 7 figs. Description of plant and methods of a Canadian
firm.
Milling. Continuous Milling, A. Thomas. Automobile Engr., vol. 8, no. 119,
Oct. 1918, pp. 296-298, 12 figs. Notes on operation of Becker machine.
Operation. Scientific Organization of the Machine Shop (Organisation Scientifique
de 1'usinage), P. Denis. Genie Civil, vol. 73, nos. 12, 13 and 14, Sept. 21,
28 and Oct. 5, 1918, pp. 227-230, 246-251 and 268-271, 23 figs. Methodical
execution of turning, countersinking and drilling. Sept. 21 : selectin of most
economical cutting speed by construction of individual tool curves showing
cutting speed against volume of material removed by tool at that speed before
it needs resharpening. Sept. 28: further study of tool curves and their
utilization in determining the most effective thermal treatment for tools used
in cutting operations. Oct. 5: numerical illustrations and resumS of conclu-
sions reached.
Punch Press. Safe Punch Press Operation, W. W. Roach. Safety Eng., vol. 36,
no. 4, Oct. 1918, pp. 231-233. Discusses installation and use of mechanical
guards, introduction of safe practices and education of press operators. From
Proc. Seventh Annual Safety Congress.
Square Holes. Generating a Square Hole with a Gear Shaper Cutter, Douglas T.
Hamilton. Am. Mach., vol. 49, no. 21, Nov. 21, 1918, pp. 949-950, 2 figs.
partment. Supervising a Large Tool Department, C. W. Starker. Indus.
Management, vol. 5G, no. 6, Dec. 1918, pp. 481-486. Step toward groat it
economy in tool department. Methods developed in tool department to
coordinate requirements and minimize tocl expense.
MACHINERY, METAL WORKING
Boring Bar. Making Boring Bars for Big Guns, M. E. Hoag. Am. Mach., vol. 49,
no. 22, Nov. 28, 1918, pp. 987-988, 4 figs. Describing boring of hole 42 feet
long 1 yi inches in diameter.
Grinder. Heald Cylinder Grinder. Am. Mach., vol. 49, no. 23, Dec. 5, 1918,
pp. 1053-1054, 2 figs. Description of machine built by Heald Machine Co.,
Worcester, Mass., with principal dimensions.
Lathe. Amalgamated Shell-Turning Lathe. Am. Mach., vol. 49, no. 19, Nov. 17
1918, p. 869, 1 fig. Short description with principal dimensions.
Slotting Machine. A New Slotting Machine of the Milling Type, J. V. Hunter.
Am. Mach., vol. 49, no. 21, 1918, pp. 953- 56, 9 figs. Description with prin-
cipal data of new machine tool brought out by Racine Tool and Machine Co.,
Racine, Wis.
MACHINERY, SPEUiAi,
Clocks. Studies in Clocks and Time- Keeping: No. 1. Theory of the Maintenance
of Motion, R. A. Sampson. Proc. Roy. Soc. of Edinburgh, vol. 38, part 1
and 2, session 1917-1918, pp. 75-114, 11 figs., and 169-128. Practical details
of three clocks, Riefler, synchronome, and Cottingham; theoretical dis-
cussions on maintenance of motion, air resistance, barometric error, escape-
ment error, temperature compensation, and other points connected with
exact timekeeping. No. 2: Tables of the Circular Equation.
Evaporators. Lillie Multiple Evaporator. Steam, vol. 22, no. 5, Nov. 1918,
pp. 142-143, 3 figs. Evapo rator in which liquid is spread over heating surfaces
in thin films.
Hoisting Jacks. Hydraulic Car Lift Gives Increased Output to Shops, Homer
MacNutt. Elec. Ry. Jl., vol. 52, no. 21, Nov. 23, 1918, pp. 927-928, 4 figs
Description with illustrations of hydraulic hoisting jack.
Quarrying Machines. Labor-Saving Methods and Machines in Limestone
Quarrying. Eng. & Contracting, vol. 50, no. 21, Nov. 20, 1918, pp. 478-479.
From pamphlet by 0li\ er Bowles issued by U. S. Bureau of Mines.
Quenching Machine. A Quenching Machine for Hardening Small Drawing Dies.
Am. Mach., vol. 49, no. 23, Dec. 5, 1918, pp. 1045-1016, 4 figs. Description
of machine de^ eloped by S. A. Potter Tool a nd Machine Works, 70 East 130th
St., New York.
Road Finisher. Road Finisher Produces Denser Concrete. Cement & Eng. News,
vol. 30, no. 1, Nov. 1918, p. 34, 2 figs. Machine which subjects mixture to
continuous agitation by tamper.
Scales. Modern 150-Ton Track Scale Now in Use, Frank C. Perkins. Can. Machy.,
vol. 20, no. 19, Nov. 7, 1918, pp. 544-547, 9 figs. Mechanism of design
in which plate-steel fulcrums are used.
Screens, Gravel. Comparative Analysis of Gravel Screens, Raymond W. Dull.
Cement &Eng. News, vol.30, no. 11, Nov. 1918, pp. 21-23, 10 figs. Considers
gravity, cylinder, overhung conical and inclined conical types.
Tool-Setter. Alignment-Tester and Microscopic Tool-Setter. Engineering, vol.
106, no. 2754, Oct. 11, 1918, pp. 398-399, 7 figs. Description of an instrument
constructed by Cambridge Scientific Instrument Company, Limited
Cambridge.
MATERIALS OF CONSTRUCTION AND TESTING OF MATERIALS
Asphalt. Standardization of Required Consistency for Asphalt, J. R. Draney.
Contract Rec, vol. 32, no. 46, Nov. 13, 1918, p. 910, Quotes present varia-
tions and suggests possible specifications.
Koileh Platk. Materials of Steam Boiler Construction, A. J. Dixon. Boiler Maker,
vol. 18, no. 11, Nov. 1918, pp. 317-319. Action of carbon in boiler plate;
dangers of free use of cast iron; laminar structure of wrought iron. From
Power.
Cracks. Prevention of Season and Corrosion Cracks, W. B. Price. Am. Machy.,
vol. 49, no. 19, Nov. 7, 1918, pp. 848-850, 7 figs. Paper before Am. Soc. for
Testing Materials, Atlantic City, June 1918.
Monel Metal. Note on Monel Metal, John Arnott. Engineering, vol. 106, no.
2756, Oct. 25, 1918, p. 451, 3 figs. Composition, microstructure, strength or
rolled materials, effect of annealing, strength at high temperature, use.
Silica Brick. Silica Brick Tests. Eng. & Cement World, vol. 13, no. 10, Nov.
15, 1918, p. 62. Brief report of experiments conducted in France which
revealed that notable quantities of iron oxide do not sensibly lower fusing point
of silica, even when lime is present.
MEASUREMENTS AND MEASURING APPARATUS
Depth Gauge. A Micrometer Depth Gauge, C. H. Copland. Model Engr., vol. 39,
no. 914, Oct. 31, 1918, pp. 239-240, 6 figs. General arrangement and details
of gage intended for use on munition or other fine work.
Hardness. The Institution of Mechanical Engineers. Engineering, vol. 106, no.
2756, Oct. 25, 1918, pp. 469-472, 5 figs. Discussion of three papers on hardness
testing, "A Law Governing the Resistance to Penetration of Metals When
Tested with a 10-mm. Steel Ball; and a New Hardness Scale in Energy Units,
by Prof. C. A. Edwards, " Tho Value of the Indentation Method in the
Determination of Hardness," by H. G. C. Batson, and " The Ludwick Hard-
ness Test," by W. C. Unwin, all read at meeting of Inst., Oct. 1918.
The Ludwik Hardness Test, W. C. Unwin. Engineering, vol. 106,
no. 2756, Oct. 25, 19 18, p. 478. Paper before Inst, of Mech. Engrs., Oct. 19 18.
The Resistance of Metals to Penetration Under Impact, C. A. Edwards,
Engineering, vol. 126, no. 3276, Oct. 11, 1918, pp. 314. Abstract of paper
before Inst, of Mech. Engrs., June 1918.
Value of the Indentation Method in the Determination of Hardness •
R. G. C. Batson. Engineering, vol. 106, no. 2756, Oct. 25, 1918, pp. 475-477,
6 figs. Paper before Inst, of Mech. Engrs., Oct. 1918.
Heat- Measurement. Heat- Measuring Instruments, C. E. Clewell. Am. Mach.,
vol. 49, no. 23, Dec. 5, 1918, pp. 1021-1025, 12 figs. Principal types of pyro-
meters; features connected with their use; typical uses; cases of practical
installations of pyrometers illustrated.
Indicators. Indicator Cord Connections, R. T. Strohm, Southern Engr., vol. 30,
no. 4, Dec. 1918, pp. 4041, 7 figs. Collection of methods used by engineers
to connect cord to reducing motion.
Minimeter. The Minimeter for Fine Measuring, Frank C. Perkins. Can. Machy.,
vol. 20, no. 21, Nov. 21, 1918, pp. 592-593, 5 figs. Principle and forms of
Hirth apparatus for measuring threads, balls, cylindrical parts and grooves,
also for inside measuring of various diameters.
Permeability. Determination of Permeability of Balloon Fabrics, Junius David
Edwards. Aeronautics, vol. 15, no. 261, Oct. 16, 1918, pp. 358-364, 7 figs.
Theory of process; volume-loss methods; penetration methods; experimental
apparatus; effect of experimental conditions on apparent permeability; operat-
ing directions and calculations. From Aviation & Aeronautical Eng.
Variance. Variance of Measuring Instruments and Its Relation to Accuracy and
Sensitivity, Frederick J. Schlink. Jl. Franklin Inst., vol. 186, no. 6, Dec.
1918, pp. 743-747. Abstract of notes from U. S. Bureau of Standards.
Viscosity. On the Measurement of the Viscosity of Liquids (Sur la mesure de la
viscosity des huiles), C. Chfineveau. Journal de Physique, vol. 7, May-
June 1917, pp. 109-114, 1 fig. Apparatus for measuring absolute viscosity
by application of Poiseuille's law.
MECHANICS
Beams. Curved Beams, James J. Guest. Proc. Roy. Soc, vol. 95, no. A665, Sept.
2, 1918, pp. 1-21, 6 figs. Determination of stresses produced by bending
moment in uniform curved beams of several 'special sections; method of
estimating maximum stress applicable to sections considered and approxi-
mately to any other section not having extraordinary features.
The Buckling of Deep Beams, J. Prescott. Lond., Edinburgh & Dublin
Phil. Mag., vol. 36, no. 214, Oct. 1918, pp. 297-314, 7 figs. Attempt to
develop mathematical theory of side buckling of beam having a depth much
greater than its breadth by assuming buckling has actually occurred and
finding value of couples at end which will maintain buckled state of beam . .
Elasticity. Elastic Solids Under Body Forces, D. N. Mallik. Lond , Edinburgh
& Dublin Phil. Mag., vol. 36, no. 214, Oct. 1918, pp. 321-326. Derives from
equation of equilibrium of isotropic solid under body forces mathematical
expression for its displacement.
Theory of Elastic Phenomena Taking Place in Punching and Drawing
of Plastic Blocks (Theorie du poinconnage et de l'6coulement des blocs plas-
tiques; phase felastique de ces phenomenes), J. Boussmesq. Comptes rendus
des seances de l'Academie des Sciences, vol. 167, no. 15, Oct. 7, 1918, pp. 505-
510. Studies general case of cylindrical block. Supplement to four previous
communications (Comptes rendus, vol. 167, July 29, Aug. 5, 12, 19, pp.
186, 221, 253, 285) on the verification of Trosca's formula?.
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
53
£p«ings. A Now Theory of Plate Springs. David Landau and Percy H. Parr. Jl.
Franklin Inst., vol. 186, no. 6, Dec. 1918, pp. 699-721, 8 figs. Mathematical
study of effect of tapering ends of leaves on strength of spring. Continued
from vol. 185, April 1918, p. 481. (To be continued.)
Tubes. Contribution to Our Knowledge on Calculation of Stresses in Tubes (Bidrag
till Kiinnedom om tubers berakning). Folke L:son Grange. Teknisk Tid-
skrift, Vag — och Vatten-Byggnadskonsl, year 48, no. 10, Oct. 1918, pp.
145-147, 4 figs.
MOTOR CAR ENGINEERING
Design. Aeronautical Experience Will Profoundly Affect Motor Car Practice, A. A.
Remington. Automotive Ind., vol. 39, no. 18, Oct. 31, 1918, p. 776. Empha-
sizes necessity for greater standardization and more research work. Presi-
dential address before British Instn. Automobile Engrs.
Post- War Chassis. Automobile Engr., vol. 8, no. 119, Oct. 1918, pp.
279-280. Possible effects of aircraft engine experience and other factors
bearing upon design. (To be continued.)
Engines Gasoline. The " American", Sleeve- Valve Motor. Auto, vol. 23, no. 44,
Nov. 1, 1918, pp. 820-822, 6 figs. How sleeves are operated; suggestion to
overcome tendency not to get rid of exhaust, by offsetting forward sleeve
exhaust port from its present direct opposition to inlet and narrowing and
deepening both it and others corresponding in cylinder wall and in head.
Engines, Kerosene. Beaver Kerosene Tractor Engines. Automotive Industries,
vol. 39, no. 20, Nov. 14, 1918, pp. 839 and 862. 2 figs. Horsepower and
torque curves of $X * 6-in. engine and record of 5-hr. endurance test on full-
open throttle at 900 r.p.m.
Fuel Consumption. Tests for Reducing Fuel Consumption on Motor Vehicles
(Forsog paa Besparelse af Braendselsolie ved Automobilkorsel) , Paul Bergsoe.
Ingenioren, year 27, no. 85, Oct. 23, 1918, pp. 557-558.
Gas Fuel. Coal Gas for Motor Vehicles. Times Eng. Supp., no. 527, Sept., 1918,
£. 187. Modifications for running under compressed charges introduced by
ondon General Omnibus Co.
Kerosene Burning (see Engines, Kerosene). Kerosene Vaporization, L. E.
French. Automotive Industries, vol. 39, no. 20, Nov. 14, 1918, p. 845,
2 figs. Apparatus embodying tube and hot-spot systems of vaporizing
heavy fuel for internal-combustion engines, the two effects being automatically
balanced.
The Bellem-Bregeras Kerosene Atomizer, Auto, vol. 23, no. 45, Nov. 8
1918, p. 845, 2 figs. Theoretical value and practical performance results.
Lubrication. Lubrication and Fuel Tests, P. J. Dasey. Automotive Ind., vol. 39,
no. 21, Nov. 21, 1918, pp. 875-877, 4 figs. Deals with tests made on a
Buda tractor-type engine. Devorik's new synthetic gasoline. Paper
before section of Soc. Automotive Engrs.
Single-Feed System Oils Car from Seat. Automotive Ind., vol. 39, no. 17,
Oct. 24, 1918, p. 719 Multiple-plunger hand pump and reservoir constructed
to supply oil under pressure to all points on chassis.
Steam Vehicles. Solid Fuels for Steam Vehicles. Motor Traction, vol. 27, no. 709,
Oct. 2, 1918, pp. 243-244. Review of tests conducted by coal controller to
prove that other fuels than Welsh coal could be used.
Tractors. Heider Friction Drive Tractor. Automotive Industries, vol. 39, no. 20,
Nov. 14, 1918, pp. 831-832, 4 figs. FrictioD drive which enables a con-
siderable number of tractor speeds and belt speeds to be obtained without use
of shifting gears.
Wheels. Front Wheel Wobble, Walter Boyle. Motor Traction, vol. 27, no. 712,
Oct. 23, 1918, pp. 305-306, 2 figs. Sketch of method to give trailing effort
to front wheels by tilting steering heads.
PIPE
Tile. Tile Pipe Versus Iron Pipe for Drains, Osborne Smith. Contract Rec, vol.
32, no. 44, Oct. 30, 1819, p. 873. Brief account of author's experience and
suggestions in regard to jointing.
POWER GENERATION
Canada. Utilizing Canada's Water Powers, J. B. Challies. Can. Mfr., vol. 38,
no. 8, Aug. 1918, pp. 25-27. Future possibilities and requirements for their
realization. From paper before Can. Soc. Civil Engrs.
POWER PLANTS
Boiler Inspection. Ontario Boiler Inspection Office. Power, vol. 48, no. 20,
Nov. 12, 1918, pp. 698-699, 13 figs. Examples of dangerous conditions found
in boilers described and illustrated.
Boiler Operation. Boiler Room Efficiency, A. H. Blackburn. Power Plant Eng.,
vol. 22, no. 22, Nov. 15, 1918, pp. 919-920. Analysis of fuel; losses in boiler
room; instruments; coal handling. Abstract of paper before Annual Con-
vention of Smoke Prevention Assn.
Economic Operation of Steam Turbo-Electric Stations, C. T. Hirshfeld
and C. L. Karr. Department of Interior, Bureau of Mines, Tech. Paper
204, 29 pp., 5 figs. Analysis of methods used in boiler from for producing
steam required and distributing load between main units available. Dis-
cussion of economic source for auxiliary power and conclusion that auxiliary
power in excess of that obtainable with exhaust steam absorption can be
procured from main generators in electrical form at lower thermal cost
than in any other way.
Economical Working of Boiler Plant, P. D. Kirkman. Machy. Market
no. 942, Nov. 22, 1918, p. 18. List of modern efficiency apparatus and of
items to be studied in connection with waste and efficiency. Address to
Manchester Branch of British Assn. of Textile Mgrs.
Economy in Boiler Operation, Thomas M. Gray. Southern Engr.,
vol. 30, no. 4, Dec. 1918, pp. 42-43, 1 fig. Ad\antages and disadvantagi ,
of high furnace temperatures; conditions produced by forcing boilers consider-
ably beyond their rating; sampling and analyzing of flue gases.
Boiler Settings. Boiler Setting Radiation and Air Leakage, E. S. Hight. EIoc
World, vol. 72, no. 21, Nov. 23, 1918, pp. 974-975, 1 fig. Results of experi-
ments to determine best method of covering boiler settings to bring about,
reduction in radiation and escape of air; type of covering which saves $1000
per 500-hp. battery per year.
Central Stations. A Kilowatt Hour and the Coal Required to Produce It, B. H.
Blaisdell. Elec. Eng., vol. 52, no. 2, Aug. 1918, pp. 26-28. Waste inherent
in piesent system of generating power and remarks on some of the losses due
to imperfect manipulation. Paper before Manila Section of Nat. Elec.
Light Assn.
Increasing the Economy of Central Station Operation, J. W. Andree.
Elec. World, vol. 72, no. 19, Nov. 9, 1918, pp. 881-882. Overhauling water
conduits and prime movers; burning natural gas to save fuel oil; other proved
methods.
Coke Oven Plants. Power Plants at By-Product Coke-Ovens, F. E. Harris.
Jr. & CI. Trds. Rev., vol. 96, no. 26117, April 26, 1918, pp. 450-452, 2 figs.
Discusses requirements and how to obtain satisfactory results.
Condensers. Condensers and Condenser Engineering Practice, D. D. Pendleton.
Power, vol. 48, no. 20 and 21, Nov. 12 and 19, 1918, pp. 720-722 and 756-757.
Abstract of paper presented at twelfth annual convention of Assn. of Iron
and Steel Elec. En ., Baltimore, Sept. 1918.
Cost. Improving Factory Steam Plants (V), H. A. Wilcox. Power Plant Eng.
vol. 22, no. 22, Nov. 15, 1918, pp. 915-918, 2 figs. Test to determine proper
division of costs; schedule of operation for power department.
Economizers. Exact Data on the Running of Steam Boiler Plants, D. Brownlie.
Engineering, vol. 106, no. 2757, Nov. 1, 1918, pp.' 481-482. Economizers.
First article.
Efficiency. Steam Plant Efficiency. Coal Trade Jl., year 50, no. 49, Dec. 4, 1918
pp. 1433-1434. Suggestions addressed operating officers, superintendents,
chief engineers, motive power department officials and men in charge of
stationary power, heating and pumping plants by U. S. Railroad Adminis-
tration.
Exhaust Steam. Maintenance of a Proper Heat Balance, R. N. Ehrhart. Power,
vol. 48, no. 20, Nov. 12, 1918, pp. 692-694, 4 figs. Describing hand and
automatic control of exhaust steam from auxiliaries so that quantity of
exhaust steam available for feed heating may at all times bo proportioned to.
load on main units, thus preventing waste of exhaust at light loads.
High Pressure Steam. The Use of High-Pressure and High-Temperature Steam
in Large Power Stations, J. H. Shaw. Inst. E. E., Nov. 1918, pp. 1-10
5 figs. From the point of view of the engineer interested in the generation
of electricity. Also in Machy. Market, no. 942, Nov. 22, 1918, pp. 19-20.
Individual Plants. New General Electric Steam Turbine Shop, F. L. Prentiss.
Iron Ag , vol. 102, no. 20, Nov. 14, 1918, pp. 1195-1199, 6 figs. Construction
and other features in large plant designed for heavy machine work; production
methods followed.
Plant Arrangement and Cost of Construction. Elec. World, vol. 72,
no. 19, Nov. 9, 1918, pp. 888-890, 3 figs. Features of latest station of Turners
Falls Power & Electric Co., may -become one of most important steam
plants in New England. (Second article.)
Power Industry. Conditions in the Power Industry, Ludwig W. Schmidt. Power
vol. 48, no. 23, Dec. 3, 1918, pp. 798-800. Digest of reports of U. S. consuls
on power situation in various parts of world and influence of war upon this
industry.
The Power Plant Problem in South China, Harold B. Wilson. Power,
vol. 48, no. 21, Nov. 19, 1918, pp. 747-748. Only pioneer work has been done
and there is opportunity for America in this field.
Scale. Heat Loss Due to Scale. Can. Mfr., vol. 38, no. 8, Aug. 1918, p. 31, 1 fig
Chart showing approximate annual loss with coal at different prices.
Screens, Water. Screening Condensing Water Efficiently and Economically, Henry
J. Edsall. Steam, vol. 22, no. 5, Nov. 1918, pp. 133-137, 7 figs. Describds
traveling screens with automatic cleaning features.
Stack Losses. Steam Plant Efficiency, Henry Kreisinger. Coal Trade Jl., year
50, no. 47, Nov. 20, 1918, pp. 1392-1393. Causes of high ash loss; methods of
determining stack losses; causes of large excess of air and remedy. (To be
concluded.)
Temperature Regulation. Automatic Temperature Regulation as a Fuel Con-
servation Measure. Heat. & Vent. Mag., vol. 15, no. 11, Nov. 1918, pp.
40-43, Advance report of a Committee on Automatic Heat Control, as
furnished to Fuel Administration. For presentation at annual meeting of
Am. Soc. of Heating and Vent. Engrs., New York, Jan. 1918.
Water Softening. Home- Made Water Softening Plant, H. D. Odell. Power, vol.
48, no. 21, Nov. 19, 1918, pp. 728-731, 3 figs Description of home-made
water-softening plant and experiences with it.
Wire Making Plants. Power Generation for Wire Making. Power Plant Eng.,
vol. 22, no. 22, Nov. 15, 1918, pp. 907-914, 15 figs. Description of planti
of John A. Roebling Sons Co., Trenton, N. J.
54
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
POWER TRANSMISSION
Gbars. Savins Coal at the Gear and Wheel Tread, C. W. Squier. Elec. Rv. JI.,
vol. 52, no. 20, Nov. 16, 1918, pp. 876-878, 7 figs. Discussion of losses in
gearing; showing how correct gear ratio with low armature speed will save
power; comparing goarless and geared motors and two and four motor
equipments.
PRODUCER GAS
Machine Shop for Gas Producer Work. Iron Age, vol. 102, no. 23,
Dec. 5, 1918, pp. 1373-1378, 14 figs. Features of new plant of Smith Gas
Engineering Co., Dayton, Ohio. Producer operation for poewr purposes.
REFRIGERATION
Ammonia Compression. Improving a Refrigerating Plant, E. W. Miller.
Refrigerating World, vol. 53, no. 9, Sept. 1918, pp. 25-26, 1 fig. Account to
work done in installation consisting of a 50-ton horizontal double-acting
compressor, a 150-up. combination fire- and water-tube boiler, pumps and
a 50-kw. generating unit.
The Ammonia Compression Refrigerating System (XXII), W. S. Doan.
Refrigerating World, vol. 53, no. 9 and 10, Sept. and Oct. 1918, pp. 31-32.
3 figs. Troubles likely to develop in piston-rod stuffing box and manner ol
overcoming them.
Ammonia Leakage. Finding " Lost " Ammonia in Refrigerating Plants, E. W.
Miller. Power, vol. 48, no. 21, Nov. 19, 1918, pp. 734-735. Common causes
for leakage of ammonia.
Ice Plants. Ice Plant Troubles, E. W. Miller. Southern Engr., vol. 30, no. 4, Dec.
1918, pp. 48-50. Outline of conditions in actual case and suggestions on
economical operation.
Operation. Making a Neglected Refrigerating Plant Give Capacity, E. W. Miller.
Power, vol. 48, no. 23, Dec. 3, 1918, pp. 810-811, 1 fig. What was done to
make comparatively new plant give rated capacity.
Small Machine. Small Refrigerating Machines, John E. Starr. Refrigerating
World, vol. 53, no. 9, Sept. 1918, pp. 11-12. Difficulties presented by small
machines in addition to the difficulties existing in all machines.
RESEARCH
The National Engineering Societies and the National Research Council,
Geo. Ellery Hale, Proc. Am. Inst. Elec. Engrs., vol. 37, no. 10, Oct. 191s,
pp. 1223-1236. War duties; present organization of research information
service; international cooperation in research.
STANDARDS AND STANDARDIZATION
Metric System. The Metric System, Harry Allcock. Surveyor, vol. 54, no. 1399,
Nov. 8, 1918, p. 227. Criticism of arguments presented by Committee on
Commercial and Industrial Policy After the War in their report against
early introduction of metric system.
Use of the Metric System in the United States. Sci., vol. 48, no. 1248,
Nov. 29, 1918, pp. 540-541. Resolution adopted by United States Section
of International High Commission regarding use of metric system in U. S.
in order to foster Pan-American commercial relations.
Screw Threads. Inaugural Presidential Address to the Manchester Association
of Engineers. Steamship, vol. 20, no. 353, Nov. 1918, pp. 112-115. Con-
sideration of various aspects of problem of standardizing screw threads and
other industrial products.
STEAM ENGINEERING
Boilers. Safe Working Pressure for Steam Boilers, H. F. Gauss. Power, vol. 48,
no. 22, Nov. 26, 1918, pp. 772-774. Simple treatment dealing with efficiency
■ of riveted-joints, bursting and safe working pressures for boilers, and per-
missible pressure on stayed surfaces.
Exhaust Steam. Commercial Value of Exhaust Steam, Frederick C. Ruck. Nat.
Engr., vol. 22, no. 10, Oct. 1918, pp. 498-507. Data from actual observations
and practical experience covering a period of several years. Paper before
Nat. Assn. of Stationary Engrs.
Turbine Gives Additional Line Shaft Power. Blast Furnace, vol. 6,
no. 10, Oct. 1918, pp. 430-432, 1 fig. Possiblities for expansion by use of
exhaust steam in low-pressure turbines; efficiency of reduction gears.
Straight-Flow Engines. Details of Construction of Straight-Flow Steam Engines
(Constructie-details van gelykstroom-stoommachines), D. A. De Fremery
De Ingenieur, year 33, no. 42, Oct. 19, 1918, pp. 807-817, 23 figs.
Turbines. Avoiding Distortion in Turbine Operation, Webster Tallmadge. Power,
vol. 48, no. 22, Nov. 26, 1918, pp. 762-765, 8 figs. Explaining some of
careless treatments afforded steam turbines through ignorance and thought-
lessness and how to avoid them.
Care in the Operation of Small Turbines, J. A. MacMurchy. Power,
vol. 48, no. 21, Nov. 19, 1918, pp. 744-745. Parts of small steam turbine
which should receive particular attention.
The Steam Turbine (IX). Southern Engr., vol. 30, no. 4, Dec. 1918,
pp. 52-53, 3 figs. Installation, operation and maintenance of Terry steam
turbine. (To be continued.)
THERMODYNAMICS
Heat Transmission Tables. New Heat Transmission Tables (II), William R.
Jones. Heat. & Vent. Mag., vol. 15, no. 11, Nov. 1918, pp. 24-29. Compila-
tion of factors as given by leading authorities covering latest types of con-
struction.
Specific Heats. The General Character of Specific Heats at High Temperatures.
Walter P. White. Proc. Nat. Academy of Sci., vol. 4, no. 11, Nov. 1918,
pp. 343-346. Experimental determination of specific heats of three forms of
silica and two silicates for temperatures up to 1300.
WELDING
Electric Welding. A New Type of Portable Arc Welder. Eng. & Cement World,
vol. 13, no. 10, Nov. 15, 1918, p. 64, 2 figs. Arrangement consisting of
Lincoln 150-ampere arc-welding generator direct-connected to Wington
G. L. 5 gasoline engine and intended for mounting on automobile truck.
Boiler and Other Repairs by Electric Welding. Can. Machy., vol. 20,
no. 21, Nov. 21, 1918, pp. 596-599, 4 figs. Development of art and con-
ditions necessary to insure satisfactory results. Paper before Inst, of Marine
Engrs.
Electric Arc Welding, Robert E. Kinkead, Power, vol. 48, no. 22, Nov.
26, 1918, pp. 791-792. General descriptive article. Paper before Cleveland
Eng. Soc.
Electric Welding — A New Industry, II. A. Horner. Proc. Am. Inst.
Elec. Engrs., vol. 37, no. 10, Oct. 1918, pp. 1185-1195, 29 figs. Brief review
of uses of electric spot and arc welding in the United States prior to formation
of Electric Welding Committee of Emergency Fleet Corporation; develop-
ments in apparatus in last six -months, activities of Welding Committee in
applying electric welding process to shipbuilding industry.
Electric Welding for Shipbuilding Purposes, W. S. Abell. Shipbuilding
<fe Shipping Rec, vol. 12, no. 20, Nov. 14, 1918, pp. 471-474. Summary of
investigations undertaken and of development of industry. Paper before
North-East Coast Insti. Engrs. & Shipbuilders.
Electric Welding for Ships. Times Eng. Supp., no. 529, Nov. 1918,
p. 239. Results of tests in regard to strength, elasticity, alternating stress
and other factors affecting reliability of welded joints.
Electric Welding Nomenclature and Symbols. Ry. Rev., vol. 63, no.
20, Nov. 16, 1918, pp. 702-707, 34 figs. Scheme developed for Emergency
fleet Corporation to indicate types of welds in ship construction.
Electric Welding on the Rock Island Lines, E. Wanamaker. Boiler
Maker, vol. 18, no. 11, Nov. 1918, pp. 308-310. Gives actual results which
show reduction in maintenance cost. Before Western Ry. Club.
Inspection of Steel Arc Welds, O. S. Escholtz. Iron Age, vol. 102, no.
23, Dec. 5, 1918, pp. 1390-1391, 2 figs. Factors determining their character;
penetration and electrical tests; analysis of welds and their heat treatment.
Nomenclature for Electric Welding, H. G. Knox. Engineering, vol.
106,-no. 2758, Nov. 8, 1918, pp. 522-526, 27 figs. From paper before Engrs.'
Club of Philadelphia, June 26, 1918
The Welding of Steel, B. K. Smith. Am. Mach., vol. 49, no. 23, Dec. 5,
1918, pp. 1025-1026. From paper before Northwestern Welder's Assn.,
Minneapolis, Oct. 1918.
Heat Treatment. Treatment of Metals After Welding. Can. Mfr., vol. 38, no. 8,
Aug. 1918, pp. 29-30. Practical guide as to correct temperature to which
metal should be heated and order of procedure. Prepared by l'Air Liquide
Society, Toronto.
Oxyacetylene Welding. Defective Oxy-Acetylene Welds, D. Richardson. Flight,
vol. 10, no. 42, Oct. 17, 1918, pp. 1175-1176. Brief considerations on six
causes of defective welds; impure acetylene, irregular delivery of gases,
faulty manipulation of blowpipe, faulty filling materials, faulty preparation
and adjustment, and faulty after treatment of welds. Paper before British
Acetylene Assn.
Oxy-Acetylene Pipe Welding and Cutting. Gas Age, vol. 42, no. 11,
Dec. 2, 1918, pp. 471-474, 7 figs. Resume of standard practice. (To be
continued.)
The Oxy-Acetylene Flame and Blowpipe Efficiency, Arthur Stephenson.
Acetylene & Welding Jl., vol. 15, no. 181, Oct. 1918, pp. 174-179, 2 figs.
Volumes of air, oxygen and nitrogen required in flame; factor governing
heating value per unit volume consumed; conditions which limit tempera-
ture of flame. (To be continued.)
The Steel Ship and Oxy-Acetylene Welding, J. F. Springer. Inst.
Mar. Eng., vol. 23, no. 12, Dee. 1918, pp. 699-701. Behavior of steel when
heated. Restorative measures.
VARIA
\iinement Charts. Construction of Atinement Charts, Ralph E. Turner. Power
Plant, Eng., vol. 22, no. 23, Dec. 1, 1918, pp. 956-961, 7 figs. Working
formulas of three variables into simple alinement charts.
China. China a Market for the American Machine Tool, L. W.Schmidt. Am. Mach.,
vol. 49, no. 20, Nov. 14, 1918, pp. 893-896. Electric power and industrial
development; possibilities for American trade; difficulties to overcome.
Engineers' Act on Status of. Draft of Proposed Act for Engineers. Jl. Eng.
Inst. Can., vol. 1, no. 7, Nov. 1918, pp. 331-332. Wording of Act proposed in
province of Saskatchewan defining status of engineer.
MECHANICAL PROCESSES
Boiler. How to Design and Lay Out a Boiler (1), Win. C. Strott. Boiler Maker,
vol. 18, no. 11, Nov. 1918, pp. 311-313, 4 figs. Formula for safe working
pressure; maximum ultimate tensile strength for steel; factors of safety.
(To be continued.)
Chains, Cast Steel. Manufacturing a Shorthand Machine, M. E. Hoag. Am.
Mach., vol. 49, nos. 19, 20 and 21, Nov. 7, 14 and 21, 1918, pp. 853-854,
8 figs., 902-904, 8 figs, and 946-947, 8 figs. Describing mechanical features
of machine, some tools and dies. (First article.)
Rapid Development of Electric Cast Steel Anchor Chain Industry,
W. L. Merrill. Int. Mar. Eng., vol. 23, no. 11, Nov. 1918, pp 630-634. 8
figs. Electric welding versus hand welding; tests and results. Abstract of
article in Gen. Elec. Rev.
Handles. The Uses of Wood (VII), Hu Haxwell. Am. Forestry, vol. 24, no. 299
Nov. 1918, pp. 679-687, 15 trigs. Woods used in manufacture of handle*.
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
55
Logging. Filling the Allies' Rush Order for Airplane Spruce, Nathan A. Bowers.
Eng. News-Rec, vol. 81. no. 23, Deo. 5, 1918. pp. 1023-1031, 11 figs. Best
talent of country assembled to develop methods new to logging and sawmill
practice; 13 railroads built and 100,000 workers coordinated.
Pliers. Manufacturing Drop-Forged Pliers, Ellsworth Sheldon. Am. Mach., vol.
49, no. 20, Nov. 14, 1918, pp. 889-893, 14 figs. Describing operations in-
volved in manufacture of drop-forged pliers.
Quarrying. Quarry Economics, Oliver Bowles. Eng. & Cement World, vol. 13,
no. 10, Nov. 15, 1918, pp. 49-50. Labor requirements of various drills; waste
of labor through inefficient blasting; effect of physical character of rock.
Rolling Mills. Blooming Mill Now Rolliug Plata3. Iron Trade Rev., vol. G3,
no. 23, Dec. 5, 1918, pp. 1285-1288, 4 figs. Transformation at Baldt Works,
New Castle, Del. How the plan was worked out.
Electric Rolling Mill Plant, Engineer, vol. 120, no. 3270, Oct. 11, 1918.
pp. 312-314, 17 figs. Principles of speed control.
The Predetermination of Power Demands of Rolling Mills (Om bestam-
ning och forutherakning av energiatgangen vid valsverk), Frithiof Holmgren.
Bihand till Jern-Kontorets Annaler, year 19, no. 10, Oct. 15, 1918, pp. 489-
515, 6 figs.
•Si keening. Economical Production of Washed Sand and Gravel. Eng. & Cement
World, vol. 13, no. 10, Nov. 15, 1918, pp. .32-5 4, 2 figs. Description of Gilbert
screen.
Tractor. Manufacturing the Caterpillar Tractor, Frank A. Stanley, Am. MacB.,
vol. 49, nos. 20, 22 and 23, Nov. 14, 28 and Dec. 5, 1918, pp. 897-901, 14 figs.;
977-980, 9 figs, and 1040-1042, 12 figs.; Nov. 28: Making connecting rods;
Dec. 5: Small parts. Milling work.
The Manufacture of Diamond Transmission Chain, J. V. Hunter. Am.
Mach., vol. 49, nos. 19 and 23, Nov. 7 and Dec. 5, 1918, pp. 845-848, 9 figs.,
and 1027-1031, 10 figs. Making rollers; Dec. 5: Making block chain.
METALLURGY
ALUMINUM
Aluminum and Its Alloys, Dr. Roscnhain. Aeronautics, vol. 15, no. 259,
Oct. 2, 1918, pp. 321-322. Uses and possibilities in aircraft. Lecture at
British Sci. Products Exhibition.
Aluminum and Its Light Alloys — VI. Bibliography, Paul D. Merian.
Chem. & Metallurgical Eng., vol. 19, no. 10, Nov. 15, 1918, pp. 729-732.
Composition; applications; electrical; vessels; deoxidation; aluminothermy;
chemical properties; corrosion; alterability; physical properties; electrical
conductivity; thermoelectromotive force characteristics; conductivity; effort
of temperature on properties. (To be continued.)
BLAST FURNACE
Fuel Economy in Blast Furnace Practice, T. C. Hutchinson. Blast Fur-
nace, vol. 6, no. 10, Oct. 1918, pp. 419-420, 3 figs. Discussion concerning
results obtained with working furnace model built for determination of efficient
distribution of charge. Paper before British Iron & Steel Inst. (Concluded.)
COPPER
BnoNZE3. The Constitution of the Tin Bronzes, Samuel L. Hoyt. A.I.M.E., Bui.,
no. 144, Dec. 1918, pp. 1721-1727, 14 figs. Notes on progress made in estab-
lishing what happens over the upper heat effect.
Lead in Copper. The Spectroscopic Determination of Lead in Copper, C. W. Hill
and G. P. Luckey. Bui. Am. Inst. Min. Engrs., no. 142, Oct. 1918, pp.
1581-1592, 4 figs. Details of apparatus and its standardization, and com-
parison of accuracy of quantitative spectroscopic method for determining
small amounts of lead with that of standard electrolytic determination.
Variations and other applications of method are found in Proc. Am. Electro-
chem. Soc. (1918), 32, 191, and in Met. & Chem. Engr. (1917), 17, 659.
Utah Copper Plant. The Utah Copper Enterprise, T. A. Rickard. Min. & Sci.
Press, vol. 117, no. 22, Nov. 30, 1918, pp. 713-724, 16 figs. Flow sheet of
mill; plan and section of Richards-Janney classifier as used in mill; flow sheet
of primary and secondary crushing plants. (To be continued.)
FLOTATION
Mill Practice at Flotation Plant of Utah Leasing Co., H. H. Adams.
Salt Lake Min. Rev., vol. 20, no. 15, Nov. 15, 1918, pp. 21-25, 4 figs. Work
of reclaiming metal contents from old tailing dumps.
IRON AND STEEL
Cast Iron. The Prevention of Growth in Gray Cast Iron, J. E. Hurst. Iron Age,
vol. 102, no. 19, Nov. 7, 1918, pp. 1144-1145, 3 figs. Causes of phenomenon;
effect of entrance of oxidizing gases and formation of case; application of
dies and permanent molds. Paper before Iron and steel Institute, London,
September, 1918. Also in Engineering, vol. 106, no. 2754, Oct. 11, 1918, p
415, 3 figs.
Electrical Hardme^. Electrical Resistance of Hardened Steel, E. D. Campbell.
Engineering, vol. 101, no. 2757, Nov. 1, 1918, pp. 509, 2 figs. On rate of
change at IT) de?. r-2-it., and of oHinary temperatures in electrical resistance
of hardene 1 steel. I'.ipic before Iron and Steel Inst.
Ingots. Making Sand-Cast Forging Ingots, W. L. Booth. Iron Age, vol. 102, no.
19, Nov. 7, 1918, pp. 1139-1140, 2 figs. Development of practice on Pacific
Coast; replacing Eastern ingots; advantages claimed for sand mold. From
article in October issue of Metal Trades.
Internal Stresses. Internal Stresses Developed in Metals and Alloys by Sudden
Cooling (Efforts internes developpes dans les mStaux et alliages par l'effet
d'un refroidissement rapide), M. Portevin. Comptes rendus des stances
de TAcademie des Sciences, vol. 167, no. 15, Oct. 7, 1918, pp. 531-533.
Measurements of dimensional variations in steel specimens. Also in Revue
Generate de l'Electricite, vol. 4, no. 18, Nov. 2, 1918, p. 652.
Open-Hearth Furnaces. The Principles of Open-Hearth Furnace Design, Charles
H. F. Bagley. Engineering, vol. 106, no. 2754, Oct. 11, 1918, pp. 400-
401, 2 figs. From paper before Iron and Steel Inst., Sept. 1918.
Steel Hardening. Further Experiments on Spontaneous Generation of Heat in
Recently Hardened Steel, Charles F. Brush, Robert A. Hadfield and S. A.
Main. Proc. Roy. Soc, vol. 95, no. A666, Oct. 7, 1918, pp. 120-138, 7 figs.
Recapitulation of previous investigations; account of recent experimental
work which was confined mainly to variations of heat treatment of one partic-
ular nickel-chromium steel; presentation of empirical law which seems to
regulate approximately gradual diminution of evolution of heat.
OCCLUDED GASES
Gases in Metals. Times Eng. Supp., no. 529, Nov. 1918, p. 243.
Influence on mechanical properties; opinions of scientists, industrial research
workers and manufacturers. Conference of Faraday Soc.
WASTE RECUPERATION
Recuperation and Utilization of Waste or Copper, Zinc, Lead, Tin,
Aluminum and Their Alloys (La recuperation et ^utilisation des dechets
de cuivre, zinc, plomb, Stain, aluminium et de leurs alliages), Paul Raous
Genie Civil, vol. 73, no. 13, Sept. 28, 1918, pp. 251-255, 5 figs. Electrolytic
processes for recuperation of tin ; recuperation of aluminum ; electrolytic separa-
tion of metals entering in an alloy. (Concluded.)
MINING ENGINEERING
ALLOYS, FERROUS
Electric Furnace. Two-Ton Electric Furnace Makes Alloys. Can. Machy.,
VJ>1. 20 no. 20, Nov. 14, 1918, pp. 563-565, 10 figs. Equipment of plant using
Heroult furnaces for non-ferrous alloys.
BASE MATERIALS
Serpentine. The Origin of Serpentine, an Historical and Comparative Study, W. N.
Benson. Am. JI., of Sci., vol. 46, Dec. 1918, pp. 693-731, 4 figs. Concludes
from examination of geological data that ultrabasic masses in chrysolite
or antigorite-serpentine are alteration product or originally intrusive peridotite
often more or less pyroxenic, and that m some cases the hydration was Drought
about by agency of waters emanating from same magna that produced
periodite, the change having been completed by end of one orogenic period of
vulcanity.
COAL AND COKE
Anthracite. Anthracite Production and Resources of the United States, Eli T,
Connor. Can. Min. Inst., bul. no. 80, Dec. 1918, pp. 1001-1005. Map.
Excerpts from address at 20th annual meeting of the Institute. Progress
of the anthracite industry since 1895.
Breakers and Washeries. Hazards and Safeguards in Anthracite Breakers and
Washenes, D. K. Glover. Safety Eng , vol. 36, no. 4, Oct. 1918, pp. 234-236
Recommends clearance of 7 fit. from center of track on each side. From Proc.
Seventh Annual Safety Congress.
Coke Ovens. Economic Considerations in Coke-Oven Practice, W. Colquhoun.
Ir. & CI. Trds. Rev., vol. 97, no. 2646, Nov. 15, 1918, pp. 511-543. Advan-
tages of by-product coke-ovens. Abstract of paper and discussion read before
Midland Inst, of Min., Civ. & Mech. Engrs.
Instantaneous Combustion. Instantaneous Combustion of Coal and Gas at Bedford
Collieries, Leigh, F. N. Siddall. Trans. Manchester Geol. & Min. Soc, vol.
35, part 10, Aug. 1918, pp. 318-325, 3 figs., and (discussion) pp. 325-327.
Account of conditions in shaft before and after occurrence of an outburst.
M. Sherwin. CI. Age, vol. 14, no. 23, Dec.
Known chiefly for its hardness and low ash
Kentucky. The Hazard Coal Field, P.
5, 1918, pp. 1031-1034, 11 figs.
content. Describes region.
Shoveling Machines. Shoveling Machines for Coal Mines. Coal Industry, vol.
1, no. 10, Oct. 1918, pp. 382-384, 4 figs. Development of mines; method of
operating shoveling machines; tests under different conditions.
EXPLOSIVES
Permissible Explosives for Mine Use, J. H. Squires. Coal Industry, vol
1, no. 10, Oct. 1918, pp. 375-379, 9 figs. Definition of permissible explosives
and description of tests and appliances-necessary to determine classification.
IRON
Ai.s\ce-Lokraine. Iron Ore Supplies of Alsace-Lorraine, Sidney Paige. Iron Age,
vol. 102, no. 19, Nov. 7, 1918, pp. 1149-1150. From symposium on "Certain
Ore Resources of the World " prepared for meeting of Iron and Steel section.
Am. Inst, of Min. Engrs., Milwaukee, October 1918.
56
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
Brjquetting. Present Knowledge and Practice in Briquetting Iron Ores (V), Guy
Barrett and T. B. Rogerson. Automotive Eng., vol. 3, no. 9, Oct. 1918,
p. 425. The Grcenwalt, West and other general processes; general obser-
vations on briquetting, its applications, cost under various processes, disad-
vantages and possiblities. (Concluded.)
LEAD
Flotation. The Development of Galena Flotation at the Central Mine, Broken Hill,
R. J. Harvey. Instn. Min. & Met., bul. 170, Nov. 14, 1918, pp. 1-17, 7 figs.
Experimental work and results.
MAJOR INDUSTRIAL MATERIALS
Manganese. Manganese Deposits in the Colorado River Region. Salt Lake Min.
Rev., vol. 20, no. 15, Nov. 15, 1918, p. 30. Replacement deposits; methods
and cost of mining. (Concluded.)
Sulphur. Sulphur Deposits of the Trans Pecos Region in Texas, Kirby Thomas.
Eng. & Min. JI., vol. 106, no. 23, Dec. 7, 1918, pp. 979-981, 3 figs. Origin,
character of deposits, methods of mining, etc.
MINES AND MINING
Bounces. An Unsual Bounce Condition, A. C. Watts. CI. Age. vol. 14, no. 23, Dec.
5, 1918, pp. 1028-1030, 4 figs. Bounces occurred with annoying frequences.
A fault was driven through and analysis made of existing conditions.
Cementing of wells. Cement Plugging for Exclusion of Bottom Water in the
Augusta Field, Kansas. Bul. Am. Inst. Min. Engrs., no. 142, Oct. 1918, pp.
1613-1620, 6 figs. Results obtained from preliminary cementing of wells in
effort to cut off bottom water.
Field Tests. Field Tests for the Common Metals in Minerals. Univ. Ariz., bul.
no. 93, Min. Tech. Series, no. 21, pp. 1-20. Compiled to be used as a
text for lectures on " Prospector's Mineralogy."
Gas Detector. Improved Mine-Gas Detector. Min. & Eng. Rec, vol. 23, nos.
17 & 18, Sept. 30, 1918, pp. 180-181, 1 fig Apparatus, developed by
Bureau of Mines, for determining presence of inflammable gases and pro-
portion of gas present.
Mine Timbers. Preservative Treatment of Mine Timbers as a Conservation Measure
Kurt C. Barth. CI. Age, vol. 14, no. 23, Dec. 5, 1918, pp. 1025-1027. Three
methods of application available.
Minerals Control Act. Will the Government Fulfill Its Obligations to Those
Who Undertook Mineral Developments at Its Request? Mfrs. Rec, vol.
74, no. 23, Dec. 5, 1918, pp. 73-74. Discusses the Minerals Control Act
and necessary protection to make the United States more self-sustained as a
nation.
Rescue Apparatus. New Form of Oxygen Mine Rescue Apparatus, H. V. Manning.
Min. & Eng. Rec, vol. 23, nos. 17 & 18, Sept. 30, 1918, pp. 179-180, 2 figs.
Apparatus, developed by Bureau of Mines, for use poisonous or irrespirable
atmospheres in mines after fires or explosions.
Stone Dust Removal. Spraver for Stone-Dusting in Mines. A. Rushton. Tran.
Manchester Geol. & Min. Soc, vol. 35, part 10, Aug. 1918, pp. 327-329.
Features of ejector which blows stone dust into atmosphere of mine by-means
of compressed air. Stone dust is carried from atmosphere of mine in the same
way as coal dust.
Temperature Measurements. Measurement of Temperature at Great Depths
(Mesure de la temperature dans les sondages a toute profondeur). M.
Verzat. L'Echo des Mines et de la MStallurgie, no. 2582, July 14, 1918, p.
343. Account of the measurement of temperature at a depth of 1616 meters
made by the Cie. des Mines du Sud de la Mure.
Timbering. Safe and Efficient Mine Timbering, Robert Z. Virgin. Coal Industry,
vol. 1, no. 10, Oct. 1918, pp. 369-372, 12 figs. Explains and illustrates different
methods and analyzes each with regard to safety and efficiency.
Transfer Chutes. Driving and Timbering Transfer Chutes, C. T. Rice. Eng. &
Min. Jl., vol. 106, no. 23, Dec. 7, 1918, pp. 991-993, 3 figs. Method employed
the Coeur d'Alene district.
MINOR INDUSTRIAL MATERIALS
Antimony, Strontium, etc. Antimony, Graphite, Nickel, Potash, Strontium, Tin,
E. S. Boalich and W. O. Castello, Cal. State Min. Bur., report no. 5, Mar.
1918, 44 pp. Properties, occurrence and uses of these substances.
Tungsten. Tungsten, Molybdenum and Vanadium, E. S. Boalich and W. O. Castello.
Cal. State Min. Bur., report no. 4, Mar. 1918, 34 pp. Properties, ores, occur-
rence and uses of these minerals.
Wolfram Ore and Tungsten. Chem. News, vol. 117, no. 3059, Oct. 25,
1918, pp. 337-338. Report of Departmental Committee on the Eng. Trades
after the War. From Jl. Roy Soc. of Arts, vol. 66, no. 3436.
OIL
Water Troubles. Water Troubles in the Mid-Continent Oil Fields and Their
Remedies, Dorsey Hager and G. W. McPherson. Bul. Am. Inst. Min.
Engrs., no. 142, Oct. 1918, pp. 1620-1627, 2 figs. Classification of troubles
and account of results obtained by shutting off water.
PRECIOUS MINERALS
Kalgoorlie. Kalgoorlie Goldfield. Aust. Min. Std., vol. 60, no. 1564, Oct. 31, 1918,
pp. 705 and 707. Report of J. B. Jaquet on circumstances connected with
certain earth tremors, presence of methane gas, systems of working, etc.
RARE MINERALS
Wilsonium. Wilsonium, Henry Bonaparte. Min. & Eng. Rec, vol. 23, nos. 17 and
18, Sept. 30, 1918, pp. 176-177. Chemical and physical nature and occur-
rence of new mineral named in honor of President Wilson by its discoverer
Franklin Heath.
TIN
Metallurgy. Effect of Heating and Heating and Quenching Cornish Tin Ores
Before Crushing Arthur Yates. Inst. Min. of Met., bul. 170, Nov. 14,
14, 1913, pp. 1-3. Summary of investigation made in the laboratories of the
Royal School of Mines.
Ore Handling. Installation for Mechanical Handling of Tin Ore at Boeboes Valley
on the Banka (Installaties voor machinale ontginning van tinerts in de
Boeboes-vallei op Banka), A. Van. der Ham. De Ingenieur, vol. 33, no. 41,
Oct. 12, 1918, pp. 789-802, 19 figs.
Tin Conservation. A Symposium on the Conservation of Tin. A.I. M.E. bul.
no. 144, Dec 1918. pp. 1729-1764. Eight short papers.
Conserving Tin in Different Solder Mixtures, Milton L. Lissberger.
Foundry, vol. 46, no. 316, Dec. 1918, pp. 579-580. Experiments indicate that
the ideal alloy should contain . . per cent tin and 54 per cent lead; preventing
tin waste. From paper before Milwaukee meeting of Inst, of Metals
Division of Am. Inst, of Min. Engrs.
TRANSPORTATION
Dump Cars. Dumps and Dump Hoppers, C. L. Miller. Coal Industry, vol. 1,
no. 10, Oct. 1918, pp. 373-374, 2 figs. Suggestions for making layouts
addressed to mining engineers having no other data at hand than details of
mine car.
MUNICIPAL ENGINEERING
Dilution. Sewage Disposal by Dilution. Times Eng. Supp., no. 527, Sept. 1918,
p. 188. Experimental investigation of Royal Commission on Sewage Disposal
into self-purifying capacity of rivers.
Direct Oxidation. Sewage Treatment in Easton. Mun. Jl., vol. 45, no. 20, Nov.
16, 1918, pp. 386-388, 4 figs. Details and method of operation of plant of
1,000,000 gal. capacity of " direct oxidation " type.
Sewer Pipe. Incrustation in Vancouver Sewer Pipe, A. G. Dalzell. Can. Engr.,
vol. 35, no. 19, Nov. 7, 1918, pp. 403-406, 3 fige. Objectionable features which
have developed in machine-made concrete pipe, 8 to 30 in. in diameter.
Sludge Dewatering. • Two important Sludge Problems, Arthur J. Martin. Contract
Rec, vol. 32, no. 48, Nov. 27, 1918, pp. 941-942. Suggestions in regard to
use of compressed air and removal of water contained in sludge.
Town Planning. The Problem of City Development, An Economic Survey, A. G.
Dalzell. Jl. Eng. Inst. Can., vol. 1, no. 7, Nov. 1918, pp. 319-330, 16 figs.
Comparison of rectangular and diagonal systems of city outline and study
of conditions in Vancouver.
Town Planning in Halifax and Vicinity, H. L. Seymour. Jl. Eng. Inst.
Can., vol. 1, no. 6, Oct. 1918, pp. 262-268, 3 figs. Schemes indicating width
of streets, open spaces, building lines and character of buildings.
MUNITIONS AND MILITARY ENGINEERING
Ballistics. A Field Ballistic Problem, Meade Wildrick. Jl. U. S Artillery, vol.
49, no. 3, May-Aug. 1918, pp. 159-186, 9 figs. Numerical illustration of (1)
construction of range table, (2) construction of rangj correction curves,
(3) construction of deflection correction chart, (4) correction for variation in
muzzle velocity due to a variation in weight of projectile, and (5) correction
for variation in temperature of powdered charge.
Effect of the Earth's Rotation Upon the Point of Fall, Fred M. Green
and C. W. Green. Jl. U. S. Artillery, vol. 49, no. 3, May-Aug. 1918, pp. 192-
204, 10 figs. Derives from consideration of effect of difference in velocity of
gun and target due to earth's rotation, approximate expressions for cor-
rections required in trajectory of projectile fired at long range.
Notes on Inclined Trajectories, F. M. Green and C. W. Green. Jl.
U. S. Artillery, vol. 49, no. 3, May-Aug. 1918, pp. 187-191, 1 fig.
Simpson's Resection, Stanley H. Simpson. Jl. U. S. Artillery, vol. 49,
no. 3, May-Aug. 1918, pp. 208-214, 3 figs. Explains method in which, angles
being measured in mils, instead of plotting actual arcs, short chords of these
arcs are plotted on a scale large enough to make chords practically coincident
with arcs.
The Elliptic Trajectory Over the Earth, G. Greenhill. Engineering,
vol. 106, no. 2754, Oct. 11, 1918. A mathematical article.
Bullets. Explosive, Expansive and Perforating Bullets, Claude Pernelle. Sci.
Am. Supp., vol. 86, no. 2238, Nov. 23, 1918, pp. 332-333, 5 figs. Types used
by German and Austrian armies. Translated from La Nature.
Howitzers. How the 155-Mm. Howitzer is Made, J. V. Hunter. Am. Mach., vol.
49, nos. 21 and 22, Nov. 21 and 28, 1918, pp. 941-945, 17 figs., and 983-986,
14 figs. Work on howitzer jacket after it has been rough -machined and
heat-treated, Nov. 28: Making the tube.
Mobile Batteries. Railroad Men Man Mobile Battery for Navy. Ry. Age,
vol. 65, no. 22, Nov. 29, 1918, pp. 967-969, 4 figs. Description of 14-inch
naval guns on railway mounts which worked destruction oehinl German
lines.
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
57
Ordnance Manufacture. Finding the "Choke Points" of Ordnance, John H.
Van Deventer. Am. Mach., vol. 49, no. 22, Nov. 28, 1918, pp. 967-971, 6 figs.
One of series of articles on work of Ordnance Dept.
Munitions Production by British Railways. Ry. Rev., vol. 63, no. 19,
Nov. 9, 1918, pp. 671-672. Account of reorganization of railway shops in
Great Britain to become one of England's chief sources of supply for munitions
of war. Adapted from Board of Trade Journal, London.
The Manufacture of Guns (La fabrication des canons), Ch. Dantin.
Genie Civil, vol. 73, no. 1875, July 20, 1918, pp. 41-17, 21 figs. Considerations
governing choice of metal and description of manufacturing process.
What Ordnance Is and Does, John H. Van Deventer. Am. Mach ,
vol. 49, no. 20, Nov. 14, 1918, pp. 876-881, 7 figs. Organization of Ordnance
Department and what it dues. First article.
Ordnance Plant. A War-Time American Ordnance Plant. Iron Age, vol. 102,
no. 22, Nov. 28, 1918,- pp. 1326-1328, 5 figs. Description of new plant of
Tacony Ordnance Corporation.
Shells. The Manufacture of Semi-Steel Sheets. Iron Age, vol. 102, no. 22, Nov.
28, 1918, pp. 1317-1321, 32 tigs. Practice as recommended by Ordnance
Department; chemical metallurgical, molding and machining details.
Spotting Board. Spotting Board, G. R. Meyer. Jl. U. S. Artillery, vol. 49, no. 3,
May- Aug. 1918, pp. 205-207, 1 fig. Constructed to furnish battery com-
mander with information as to longtitudinal deviation of his shots.
Santa Fe Heavy. A. T. & S. F. 4-8-2 Type of Locomotives. Ry. Mech. Engr.
vol. 92, no. 12, Dec. 1918, pp. 649-652, 3 figs. Heaviest of type yet built.
Principal dimensions and data.
Santa Fe Passenger. Mountain Type Locomotive for the Santa Fe Ry Rev
. vol. 63, no. 20, Nov. 16, 1918, pp. 697-698, 3 figs. Description and principal
data of heavy fast passenger locomotive. Also in Ry. Age, vol. 65, no *>2
Nov. 29, 1918, pp. 957-959, 1 fig.
Standard. Data for Standard Locomotives. Ry. Mech. Eng. vol. 92, no. 11,
Nov. 1918, pp. 607-610, 12 figs. Tonnage rating charts and clearance and
weight diagrams for government locomotives now built.
Standard Switcher. Standard Six- Wheel Switcher. By. Mech. Eng., vol. 92
no. 11, Nov. 191S, pp. 593-596, 5 figs. Principal data and description
with drawings.
Superheating. Superheater Locomotive Performance. Ry. Mech. Engr., vol. 92
no. 12, Dec. 1918, pp. 652-655, 1 fig. Abstract of committee "report pre-
sented at the 1918 Convention of the Traveling Engrs. Assn., with discussion.
Virginian Heavy Grade Pusher. Virginian 2-10-10-2 Locomotives Ry Mech
Eng., vol. 92, no. 11, Nov. 1918, pp. 600-601, li tigs. Principal data and
description with drawings. Built for heavy grade pusher service.
RAILROAD ENGINEERING
BRITISH
British Railways. British Railways Under War Conditions. Engineer, vol. 126
no. 3280, Nov. 8, 1918, pp. 390-391. What they cost the country. Eighth
article.
ELECTRIC RAILROADS
{Not including Strut and Interurhan Lines)
Argentine Railways. Electric Traction on the Central Argentine Railway. Ry.
Gaz., vol. 29, no. 18, Nov. 1, 1918, pp. 466-469, 4 figs. Cables; substations.
(Continuation of serial.) Also in Engineer, vol. 126, no. 3279, Nov. 1, 1918,
pp. 367-370, 12 figs.
Energy Consumption. Energy Consumption of Cars Is Affected by Temperature
Changes, M. B. Rosevear. Elec. Ry. Jl., vol. 52, no. 22, Nov. 30, 1918,
pp. 958-960, 2 figs. That power required for car operation is affected by
variations in schedule speed, number of passengers carried and temperature ir
shown by extended study-made by Public Service Railway, Newark, N.J.
Substations. Automatic Substations and Direct-Current Railway Systems (Les
sous-stations automatiques et les reseaux de traction a courant continu) .
Revue Generate de l'Electricite, vol. 4, no. 11, Sept. 14, 1918, pp. 386-392,
7 figs. Details of operation; scheme of connections for 600-volt systems;
tables of results obtained in actual installations.
ELECTRIFICATION
Montreal Tunnel. Montreal Tunnel Zone Electrification, William G. Gordon.
Elec. Ry. Jl., vol. 52, no. 22, Nov. 30, 1918, pp. 962-965, 5 figs. Summary
of details of rolling stock, overhead and substation equipment; design and
construction problems. Abstract of paper before Am. Inst, of Elec. Engrs.
Toronto, Nov. 1918.
EQUIPMENT
Ditcher. Electrically Operated Ditcher Effects Big Saving, Charles W. Ford.
Elec. Ry. Jl., vol. 52, no. 22, Nov. 30, 1918, pp. 960-961, 5 figs. This is first
electric-machine built for ditching purposes; operates at 1200 or 1500 volts with
30-hp. motor.
LABOR
British Railways. British Railways Under War Conditions. Engineer, vol. 126,
no. 3279, Nov. 1, 1918, pp. 371-372. Raihvaymen's war bonus. Seventh
article.
MAINTENANCE
Maintenance of Way Records and Reports. Ry. Rev., vol. 63, no. 19,
Nov. 9, 1918, pp. 667-668. Methods being worked out by Railroad Adminis-
tration for establishing accurate records; will standardize reports.
Pacific Electric's New Car Storage and Repair Facilities, Clifford A.
Elliott. Elec. Ry. Jl., vol. 52, no. 21, Nov. 23, 1918, pp. 914-917, 11 figs
Description of three divisional storage track layouts with car houses and repair
shops.
LOCOMOTIVE
Boiler for Mallet Locomotive. Large Boiler for New Mallet Locomotive. Boiler
Maker, vol. 18, no. 11, Nov. 1918, pp. 303-304, 4 figs. Sections and elevations
of boiler built for heavy grades, having firebox length of 181 1-16 in. and desined
for 215-lb. working pressure.
Feed Water Heating. Locomotive Feed Water Heating, H. S. Vincent. Ry
Mech. Engr., vol. 92, no. 12, Dec. 1918, serial 1st part, pp. 645-649, 8 figs.
Discussion of exhaust steam and waste gas methods of preheating.
French Compound. Recent Locomotives for the French State Railways, F. C.
Coleman. Ry. Age, vol. 65, no. 20, Nov. 15, 1918, pp. 861-863, 4 figs.
Principal data and decriptions of four-cylinder compound pacific type and
simple consolidation type built in Great Britain.
Hock Island Heavy. 2-10-2 Type Locomotive for the Rock Island Lines. Ry. Age,
vol. 65, no. 23, Dec. 6, 1918, pp. 992-994, 6 figs. Novel and interesting
features.
NEW CONSTRUCTION
American-Built Railroad Cutoff will Relieve Traffic Congestion in
France, Robert K. Tomlin, Jr. Eng. News-Rec, vol. 81, no. 19, Nov 7
1918, pp. 832-835, 14 figs. A 5^ mile double-track line for Expeditionary
forces; big embankment chief feature; bridge half a mile long.
OPERATION .AND MANAGEMENT
British Operation. Presidential Address to the Institution of Civil Engineers John
A. F. Aspinall. Ry. Gaz., vol. 29, no. 19, Nov. 8, 1918, pp. 487-494. British
railway engineering and operation; immediate problems to be faced.
Fuel Conservation. Conservation of Fuel on the Railroads. Ry. Age, vol 65
no. 21, Nov. 22, 1918, pp. 913-916. Abstracts of papers present edVy railway'
men before New York Ry. Club.
Work of the Fuel Conservation Section, E. C. Schmidt. Ry Rev
yol. 63, no. 22, Nov. 30, 1918, pp. 769-772. Organization and work'of this
department of Railroad Administration.
Supervision of Locomotives, British. District Supervision of Locomotives on
British Railways, W. Patterson. Ry. Gaz., vol. 29, no. 18, Nov. 1, 1918
pp. 469-471. Review of work in a typical district with a staff of about 500
persons and sheds to which are allotted 150 engines.
Traffic Control. Controlling the Freight Traffic, North-Eastern Railway
Engineer, vol. 126, no. 3276, Oct. 11, 1918, pp. 305-306, 3 figs. Description
of traffic control of North-Eastern Railway, and control board.
PERMANENT WAY AND BUILDINGS
Floor Slabs and Culverts. Railway Practice in Design of Concrete Floor Slabs
and Flat Top Culverts. Eng. & Contracting, vol. 50, no. 21, Nov. 20,
1918, pp. 511-512. Results of questionnaire by George II. Tinker. From
Oct. Bulletin of Am. Ry. Eng. Assn.
Relocation of Lines. New York Central Relocates Lines to Cross Barge Canal at
the Tonawandas. Eng. News-Rec, vol. 81, no. 20, Nov. 14, 1918, pp.
893-896, 2 figs. Detour two miles long around hearts of cities at once combines
bridges over waterways and solves difficult problem of eliminating grade
crossings and occupation of main business streets.
RAILS
Tran verse Fissures. Tranverse Fissures and Phosphorus Streaks in Rails G F
Comstock. Ry. Age, vol. 65, no. 22, Nov. 29, 1918, pp. 961-963, 2 figs. New
evidence of influence of segregation and of advantage of reheating blooms.
Abstract of paper before Am. Inst, of Min. Engrs.
Transverse Fissures Cause Rail Failures. Ry. Age. vol. 65, no 23
Dec. 6, 1918, pp. 1007-1009. Abstract of James E. Howard's report of the
rail failure at Central Islip, N. Y.
ROLLING STOCK
CLEANING. Passenger Car Cleaning on the Canadian Pacific Railway, E. Elcy
Can. Ry. Club, vol. 17, no. 0, Sept. 1918, pp. 19-22, and (discussion) pp. 23-3 1!
Nature and amount of work required by different classes of cars.
Coal Cars. Design of Seventy-Ton Coal Car with Tandem Hoppers. Ry. Mech
Eng., vol. 92, no. 11, Nov. 1918, pp. 611-613, 5 figs. Principal data with
description and drawings.
Flat Cars. Shipping Large Marine Boilers. Boiler Maker, vol. 18, no. 11, Nov.
1918, p. 307, 1 fig. Describes special flat car for shipping Scotch boilers.
From Marine Jl.
Lighting. Standards of Passenger Car Lighting. Ry. Rev., vol. 63, no. 19, Nov.
9, 1918, pp. 672-673. Specifications prepared by mechanical department of
United States Railroad Administration for electric lighting of passengers
equipment cars hereafter to be purchased by administration for use of roads
under its control.
Refrigerator Cars. Standard U. S. R. A. Refrigerator. Ry. Mech. Engr., vol.
92, no. 12, Dec. 1918, pp. 663-668, 7 figs. Latest practices in design. Also
in Ry. Age, vol. 65, no. 21, Nov. 22, 1918, pp. 906-910, 4 figs.
58
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
SAFETY AND SIGNALLING SYSTEMS
Coupling and Uncoupling. Prevention of Accidents Due to Coupling and
Uncoupling Cars. E. M. Switzer. Safety Eng., vol. 36, no. 4, Oct 101
pp. 202-204. From Proc. Seventh Annual Safety Congress.
Interlocking. Single Line Interlocking on the New South Wales Railways. Ry.
Gaz., vol. 29, no. 19, Nov. 8, 19i8, pp. 495-597, 4 figs. Outline of system of
interlocking and signalling line stations.
Plant Railroad Hazards. Plant Railroad Hazards. C. II. Raltzcll. Safely
Eng., vol. 36, no. 4, Oct. 1918, pp. 252-250, 2 figs. Possibilities of personal
injuries in plants situated on main line tracks and manner of avoiding them.
From Proc. Seventh Annual Safety Congress.
Signalling. Proceedings, Annual Meeting, New York, N. Y., Sept. 19-20, 191S,
Ry. Signal Assn., Jl. 23d year. No. 4, Dec. 1918, pp. 313-420, 4 figs.
Addresses, committee reports, etc.
SHOPS
Roiler Tube Fitting. Modern Locomotive Boiler Tube Practice at Doncaster
Works, Great Northern Railway. Ry. Gaz., vol. 29, no. 19, Nov. 8, 1918,
pp. 499-500, 4 figs. Methods employed for fitting and expanding DOUer tubes
and superheater Hues.
Car Repairs. Car Department of the Milwaukee. Ry. Mech. Eng., vol. 92, no.
11, Nov. 1918, pp. 015-020, 9 figs. Organization and methods of handling
light and heavy car repairs with samples of forms used.
Grinding. Grinding in Locomotive Shops, M. H. Williams. Ry. Mech. Eng.,
vol. 92, no. 11, Nov. 1918, pp. 629-032, 4 figs. Uses to 'which internal,
cylindrical and surface grinding machines may be put with success.
Locomotive Repairs. Accuracy in Locomotive Repairs, M. H. Williams. Ry
Mech. Engr., vol. 92, no. 12, Dec. 1918, pp. 673-077, 8 figs. Methods of
making and fitting -men and repair parts for locomotives with gages and
micrometers.
Repair Shops. American Railroad Repair Shops in France, Robert K. Tomlin, ,Ir.
Am. Mach., vol. 49, no. 21, Nov. 21, pp. 933-938, 7 figs. How these shops
were built by American engineers in France
SPECIAL LINES
Logging Roads. Soldiers Build Logging Roads in Spruce Forests, W. A. Welch
Ry, Age, vol. 65, no. 19, Nov. 8, 1918, pp. 805-807, 6 figs. Description of
construct ion of over 350 miles of new railway in Northwest for carrying
airplane lumber to mills.
EMPLOYMENT BUREAU
Situations Vacant
Paper Mill Engineer
Young man who is technical graduate and has had
four or five years practical experience along paper mill
lines. Address Box 25.
Chief Draftsman
Opening for an engineer to take charge of drafting
room and also to do some outside work particularly in
mill layouts and building construction of a mechanical
nature. Address Box 24.
Municipal Engineer.
An engineering graduate of at least one or two years'
experience in municipal work for junior roadway assistant.
Membership of The Engineering Institute and men who
have seen active service will be given preferable consider-
ation. Apply E. R. Gray, City Engineer, Hamilton, Ont.
Designing and Mechanical Engineer.
Designing Mechanical Engineer, thoroughly exper-
ienced in design of cranes, coal and ore handling bridges
and towers, coal tipple equipments, conveying machinery,
etc. High grade technical man wanted to take charge
of design, state education and experience in detail, age,
nationality, salary desired. Information confidential.
Location, Canada. Apply Box 23.
Hydrometric Engineer
An Hydrometric Engineer in the Irrigation Branch at
Calgary, Department of the Interior, at a salary of $1,500
per annum. Candidates should be science graduates of
a recognized university or hold grade in one of the organiz-
ations mentioned below or have practical experience
sufficient to guarantee a sound knowledge of engineering.
The Engineering Institute of Canada.
British Institute of Civil Engineers.
American Society of Civil Engineers.
Address: — Civil Service Commission, Wm. Foran,
Secretary.
An Analyst
An Analyst on the staff of the Laboratory at Halifax,
Department of Trade and Commerce, Grade E of the
First Division. Appointment is provisional at $1,400
per annum. If satisfactory, permanent employment at
$1,700 will be made, subject to passing successfully the
examination prescribed by section 9 of The Adulteration
Act. Applicants must be graduates of a recognized
university with honours in chemistry, and must have
had at least one year's subsequent experience in chemical
analysis.
Forest Ranger
A Forest Ranger in charge of the Nisbet Reserve,
Department of the Interior, at a salary of $1,400 per
annum. Candidates must be between the ages of 21
and 45 and must be physically fit. They must have a
thorough knowledge of woods work, including scaling
timber, elementary surveying, and road construction.
They must have sufficient education and ability to carry
on the business connected with the administration of
the Forest Reserve, to keep office records and prepare
reports. The appointee will be required to live in a house
provided by the Department on the Forest Reserve and
must provide himself with necessary equipment for
travelling around the reserve.
Publicity Agent
A Publicity Agent to take charge of the publicity
work of the Department of Immigration and Colonization
at a salary of $4,000 per annum. Candidates should
possess the following qualifications : — ability to prepare
and direct newspaper, magazine and farm journal adver-
tising campaigns, both in Canada and elsewhere, setting
forth the settlement opportunities in Canada; knowl-
edge and experience with (a) follow-up systems, (b) the
production and circulation of motion pictures, and (c)
the natural resources of Canada; ability to direct lecture
campaigns; a personal acquaintance with writers, publicists
and organization now dealing with the opportunities and
land settlement problems of Canada.
All applications must be received not later than
the 24th day of January. Apply Wm. Foran, Secretary,
Civil Service Commission of Canada, Ottawa, Ont.
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
69
Made in Canada
One of ih
On FORD Service Stations
Most of the large flat roofs in the United States as well as many others in
Canada, carry the Barrett Specification type of roof.
But for covering smaller buildings with a roof-area of 5,000 feet or more,
Barrett Specification Roofs are equally satisfactory and economical.
These are the reasons for their wide popularity:
First — Their cost per year of service is lower than any other permanent
roof-covering.
Second—They cost nothing to maintain.
Third — They carry a Surety Bond Guaranty for twenty years something'that
no other manufacturer has ever offered.
Fourth—They take the base rate of fire-insurance.
Fifth Experience proves that they will last much longer than twenty years
because they contain more waterproofing material than any other roofing,
and, further, because they are constructed under the supervision of our
inspectors.
One familiar class of structures in the United States are the Ford Service Stations. There are hun-
dreds of them, some large, but most of them of moderate size. Barrett Specification Roofs cover a
large number of these.
Illustrating how the owners feel, we quote from a letter from the Ford Service Station at Providence,
R. I , U S. A.:
" We wish to say that your Barrett Specification Roofing that you have placed on our Service
Station at Aliens Avenue has given us entire satisfaction.
" In these days it is a novelty to find a roofing material of superior stock and workmanship,
and we are very glad to compliment you on this work."
Before you order a roof for any permanent building be sure to look into the merits and cost of
Barrett Specification Roofs. If you do you will have no other kind.
20 -Year Guaranty
We now guarantee Barrett Specification
Roofs to last for twenty years without cost
for maintenance. No charge for the gua-
rantee, for it gives us a chance to protect
the good repute of these roofs. The
guarantee is a surety bond issued by one of
the largest surety companies of America,
the United States Fidelity and Guaranty
Company of Baltimore. It is offered on all
roofs of fifty squares and over in all cities
of 25,000 population and more, and in
smaller places also where our Inspection
Service is available.
A copy of The Barrett 20- Year Specification, with roofing diagrams, sent free on request
The /af|$|2l^ Company
MONTREAL
ST. JOHN, N.B.
TORONTO
LIMITED
HALIFAX, N.S.
WINNIPEG
SYDNEY, N.S.
VANCOUVER
70
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
#tttcer£ ant) Jfflember* of Council
PRESIDENT
H. H. VAUGHAN, Montreal
VICE PRESIDENTS
•T. H. WHITE, Vancouver *J. M. R. FAIRBAIRN, Montreal
tH. E. T. HAULTAIN, Toronto fR- F. HAYWARD, Vancouver
F. C. GAMBLE, Victoria
PAST PRESIDENTS
G. H. DUGGAN, Montreal
J. S. DENNIS, Montreal
•J. R. W. AMBROSE, Toronto
JN. E. BROOKS, Sherbrooke
JERNEST BROWN, Montreal
tA. R. DECARY, Quebec
♦H. DONKIN, Halifax
*A. E. DOUCET, Quebec
•L. B. ELLIOT, Edmonton
•WALTER J. FRANCIS, Montreal
JPETER GILLESPIE, Toronto
fj. H. KENNEDY, Vancouver
* For 1918
COUNCILLORS
*E. D. LAFLEUR, OTTAWA
•D. O. LEWIS, Victoria
tH. LONGLEY, Woodman's Pt. N.B.
*G. D. MACKIE, Moose Jaw, Sask.
JM. H. MACLEOD, Winnipeg
JE. G. MATHESON, Vancouver
fG. A. MCCARTHY, Toronto
JD. H. McDOUGALL, New Glasgow, N.S.
JJOHN MURPHY, Ottawa
JWm. PEARCE, Calgary
t For 1918-19 X For 1918-
*F. H. PETERS, Calgary
JJ. M. ROBERTSON, Montreal
*D. A. ROSS, Winnipeg
tR. A. ROSS, Montreal
*H. R. SAFFORD, Montreal
tJULIAN C. SMITH, Montreal
tJ. G. SULLIVAN, Winnipeg
•ARTHUR SURVEYER, Montreal
XL. A. THORNTON, Regina
tJAMES WHITE, Ottawa
19-20
TREASURER
ERNEST MARCEAU, Montreal
SECRETARY
FRASER S. KEITH, Montreal
CALGARY
Chairman, S. W. CRAIG
Secretary, C. M. ARNOLD
513 - 8th Ave. West, Calgary
Executive, A. S. DAWSON
F. H. PETERS
Wm. PEARCE
B. L. THORNE
A. S. CHAPMAN
EDMONTON
Chairman, N. M. THORNTON
Vice-Chair., J. L. COTE
Secretary, R. J. GIBB
c/o City Engineer, Edmonton
Executive, R. CUNNINGHAM
D. J. CARTER
A. T. FRASER
A. W. HADDOW
R. P. GRAVES
L. B. ELLIOT
HALIFAX
Chairman, F. A. BOWMAN
Sec.-Treas., K. H. SMITH
197 Hollis St., Halifax
Executive, L. H. WHEATON
W. P. MORRISON
P. A. FREEMAN
J. LORN ALLAN
HIRAM DONKIN
RODERICK McCOLL
HAMILTON
Chairman, E. R. GRAY
Sec.-Treas., H. B. DWIGHT,
c/o Canadian Westinghouse Co.,
Hamilton
Executive, E. H. DARLING
J. A. McFARLANE
KINGSTON
Activities discontinued until the
close of the war.
MANITOBA
Chairman, W. ARCH'D DUFF
Sec.-Treas.. GEO. L. GUY
300 Tribune Bldg., Winnipeg
Executive, W. P. BRERETON
J. C. HOLDEN
W. M. SCOTT
OFFICERS OF BRANCHES
MONTREAL
Chairman, WALTER J. FRANCIS
Vice-Chair, ARTHUR SURVEYER
Sec.Treas.. FREDERICK B. BROWN
260 St. James St., Montreal
Executive, F. P. SHEARWOOD
W. CHASE THOMSON
H. G. HUNTER
L. G. PAPINEAU
O. O. LEFEBVRE
K. B. THORNTON
and local councillors.
OTTAWA
Chairman, G. GORDON GALE
Secretary, J. B. CHALLIES
404 Union Bank Bldg., Ottawa
Executive, S. J. FORTIN
j. h. McLaren
E. B. JOST
C. N. MONSARRAT
A. F. MACALLUM
QUEBEC
Chairman, A. R. DECARY
Secretary, A. BUTEAU
P.O. Box 115, Quebec
Executive, F. T. COLE
J. E. GIBAULT
W. LEFEBVRE
A. E. DOUCET
A.AMOS
S. S. OLIVER
SASKATCHEWAN
Chairman, G. D. MACKIE
Vice-Chair., H. S. CARPENTER
Sec.-Treas.. J. N. deSTEIN
2123 Retallack St., Regina, Sask.
Executive, L. A. THORNTON
O. W. SMITH
H. R. MACKENZIE
E. G. W.
MONTGOMERY
W. H. GREENE
C. J. YORATH
J. E. UNDERWOOD
ST. JOHN
Chairman, C. C. KIRBY
Secretary, A. R. CROOKSHANK
Box 1393, St. John, N.B.
Executive, G. G. HARE
C. O. FOSS
G. G. MURDOCH
A.GRAY
TORONTO
Chairman, A. H. HARKNESS
Secretary, W.S.HARVEY
324 Glen Road, Toronto
Executive, H. G. ACRES
W. A. BUCKE
J. R. W. AMBROSE
H. E. T. HAULTAIN
PETER GILLESPIE
R.O. WYNNE-ROBERTS
WILLIS CHIPMAN
VANCOUVER
Chairman, E. G. MATHESON
Sec.-Treas., A. G. DALZELL
647 - 12 Ave. E., Vancouver, B.C.
Acting Sec.-Treas.,
C. BRACKENRIDGE
Executive, C. BRACKENRIDGE
H. M. BURWELL
H. E. C. CARRY
T. H. WHITE
VICTORIA
Chairman, W.YOUNG
Vice-Chair., R. A. BAINBRIDGE
Secretary, J. B. HOLDCROFT
1485 Fort St., Victoria, B.C.
Treasurer, E. DAVIS
Executive, W. EVERALL
D. O. LEWIS
R. W. MACINTYRE
N. A. YARROW
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
71
GATE VALVES
Iron Body — Bronze Fitted
With either Bronze or
Hard White Metal
Seats Renewable
Established 1834
Branches at
MONTREAL
T. McA. Stewart
157 St. James St.
T NTAvity a Sons Ltd
ST John. n.b.
The Home of "WORLD" Brand.
"M C AVITY"
New Improved ri
FIRE
HYDRANT
with
Removable
Seat Valve
and Fittings
*-/
CORPORATION
SPECIALTIES
Send for Illustrated
Corporation Catalogue
No. 1004
BRASS AND IRON FOUNDERS
ST. JOHN, N.B.
CANADA
TORONTO WINNIPEG
Harvard Turnbull & Co.
207 Excelsior Life Bldg.
Incorporated 1907
VANCOUVER
72 JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
Insulating Granular Cork
Invaluable for Refrigeration
The lightest material known for efficient insulation
and consequent saving of deadweight tonnage
All grades guaranteed not to exceed 6 lbs. weight
per cubic foot.
CONTE HERMANOS
GIBRALTAR
FACTORIES IN SPAIN
LONDON AGENTS :
CONTE BROTHERS
41, Crutched Friars, E.C. 3.
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA 73
"SCOTIA"
STEEL PRODUCTS
Billets, Blooms and Slabs. Sheet Bars up to 15 in. wide.
Heavy Forgings. Square Twisted Concrete
Reinforcing Bars.
Car Axles.
Locomotive Axles. Agricultural Shapes.
Sheared Plates up to L JS ht Rails
48 in. wide, 5-8" thick r § P
Weight up to 1060 lbs. Tie Plates '
, r-, . r> Track Spikes and Bolts.
Merchant Bars in Hounds,
Squares, Flats, Ovals, Half Ovals Cold Drawn Shafting and
Tires and Sleigh Shoe. Machinery Steel.
Fluid Compressed Steel Forgings
NOVA SCOTIA STEEL & GOAL CO., LTD.
General Sales Office Head Office
WINDSOR HOTEL, MONTREAL, QUE. NEW GLASGOW, NOVA SCOTIA.
74 JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
HYDROSTONE
THE HALIFAX RELIEF COMMISSION HAVE ADOPTED THIS
STONE FOR THE RE-BUILDING OF THE RESTRICTED RESIDENTIAL
PORTION OF DEVASTATED HALIFAX, MAKING IT A FIRE-PROOF
DISTRICT.
THIS STONE WAS ADOPTED BY THE COMMISSION ON THE
ADVICE OF THE ARCHITECT AFTER AN EXTENSIVE STUDY OF NEW
TOWN SITES IN THE UNITED STATES.
IF YOUR PRINCIPALS ARE COMTEMPLATING TOWN SITE OR
FACTORY CONSTRUCTION OR BUILDINGS OF A PERMANENT NATURE
LET US DISCUSS THE PROJECT WITH YOU BEFORE FINALLY DECIDING
YOUR TYPE OF CONSTRUCTION.
Nova Scotia Construction Co.
LIMITED
ENGINEERS and CONTRACTORS
159 UPPER WATER STREET, HALIFAX, N. S.
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
75
Nova Scotia
Water Powers
THE UNDEVELOPED WATER-POWER SITE PARTLY SHOWN
HEREWITH IS IN THE IMMEDIATE VICINITY OF
EXTENSIVE AND WELL PROVEN GOLD AREAS.
IT CAN BE CHEAPLY DEVELOPED; IS OF SUFFICIENT
CAPACITY TO CARRY ON MINING OPERATIONS
COMMENSURATE WITH THE EXTENT OF THE ADJACENT
AREAS AND THE WHOLE IS WITHIN A FEW MILES OF
RAILWAY AND OCEAN SHIPPING FACILITIES. PARTI-
CULARS OF THE WATER-POWER SITE AND ITS LOCATION
ARE GIVEN IN THE 1916 REPORT OF THE NOVA SCOTIA
WATER POWER COMMISSION.
WRITE
Department of Public Worlds and Mines, Halifax.
Building No. 1— 400'-0" x lOO'-O" 1916. Building No. 2— 400'-0" x 100'-0' 1918.
IMPERIAL MUNITION BOARD SHIP "WAR FUNDY" 1918.
EXAMPLES OF OUR WORK
GRANT & HORNE - ST. JOHN, n.b.
ENGINEERS, CONTRACTORS & SHIPBUILDERS
P. O. BOX 397
76
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
The SPRACO System
for Cooling Condens-
ing Water costs much
less to install and
operate than cooling
towers. This system
consists of a special
grouping of Spraco
Center-Jet Nozzles
through which the hot
water is sprayed over
a pond or basin.
Ontario Representatives
RUDEL-BELNAP MCHY
CO., LTD.
26 Adelaide St., West,
TORONTO
SPRACO
COOLING SYSTEMS
SPRAY ENGINEERING COMPANY
93 FEDERAL ST.,
BOSTON, MASS. U.S.A.
Leading manufactu-
rers and power com-
panies throughout
America and foreign
countries use the
Spraco System. They
prefer it to all other
systems because of its
easily demonstrable
superiority. Our new
Bulletin, "The Spraco
System," makes this
clear. Write for it.
Quebec Representatives
RUDEL-BELNAP MCHY
CO., LTD.
95 McGill Street,
MONTREAL
RELIABLE SERVICE
IS SECURED BY INSTALLING
Turnbull Elevators
PASSENGER— FREIGHT
The Turnbull Elevator Mfg. Co.
TORONTO — CANADA
MONTREAL OFFICE— MAPPIN & WEBB BUILDING, VICTORIA Si.
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
77
ST GABRIEL©
s **%S&ra^
DESAAOES
UEBEC
Manufacturers find
their power costs
much reduced when
Shawinigan Power
supplants steam
power. • . • • . •
BROUGHTON
#SHERBROOKT
EAST ANGUS
THE SHAWINIGAN WATER & POWER COMPANY
POWER BUILDING, MONTREAL
COOK CONSTRUCTION CO. Limited
& WHEATON BROS.
BUILDERS OF
HALIFAX OCEAN
TERMINALS RAILWAY
OFFICES
Montreal, Que.
St. Paul, Minn.
Sudbury, Ont.
Halifax, N. S.
TOWER ROAD BRIDGE
144 foot span over cut which is 65 feet deep. Suspension Bridge also shown.
78
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
ACID AND BASIC OPEN HEARTH
STEEL CASTINGS
FERRO-ALLOY STEEL CASTINGS
MANGANESE - STEEL TRACKWORK
CANADIAN STEEL FOUNDRIES
LIMITED
Transportation Building, Montreal
300 H. P. Silent Chain driving a No. 9^
"ROOTS" Blower.
Note great economy of space with Chain Drive,
irrespective of the CONTINUOUS SAVING
OF POWER due to the High Efficiency— 98.2%.
JONES & GLASSCO
(Reg'd.)
ENGINEERS
MONTREAL and TORONTO
SPECIALISTS IN
Power Transmission Chains
Canadian Agents for
" RENOLD " " MORSE "
PATENT SILENT
and BUSH ROLLER
CHAINS
ROCKER JOINT
SILENT
CHAINS
Chain Drives from % HP to 5000 HP in successful operation
Write for particulars to
Head Office
St. Nicholas Building
MONTREAL
Branch Office
1204 Traders Bank Bldg.
TORONTO
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA 79
Bedford Construction Company
Limited
(P. PAGANO, Pres.
(FORMERLY CAVICCHI & PAGANO)
V. J. CAVICCHI, Vice-Pres. and Gen'l. Mgr. J. J. HERBERT, Sect.-Treas.)
RAILROAD CONTRACTORS
NOW OPERATING:
Construction of Dry Dock & Shipyards at Halifax, N.S.
Construction of Dry Dock, Shipyards & Breakwater at
Courtney Bay, East St. John, N.B.
OFFICES AT
HALIFAX, N.S. & EAST ST. JOHN, N.B
STEEL PLATE
CONSTRUCTION
Tanks, Penstocks Bins and
Hoppers, Blast Furnaces,
Stand-Pipes, Stacks, Water
Towers etc.
Heavy and Light Steel Plate
Construction Erected Anywhere.
™ E TORONTO IRON WORKS, l..m. ted
TORONTO
Head Office: ROYAL BANK BUILDING
Works: CHERRY STREET
80
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
Time
Demonstrates
Ability
1884
BRANTFORD FACTORY
75 YEARS
1919
/T is not the occasional success of a machine that
makes an astonishing record, that demonstrates
ability. It is the long record of many years of steady
reliability — of building each machine a little better than
called for — that has kept Waterous products in
the lead.
Every time Waterous is put on an article it
increases Waterous responsibility; for it represents
our recognition of the fact, that this past record must
be maintained. It is your assurance that your machine
is built upon all the experience that the past can
contribute to the needs of the present.
Manufacturers of:
PULPMILL MACHINERY
S A WMIL L MA CHINE R Y
ENGINES, BOILERS and TANKS
aterous
BRANTFORD,,ONTARIO,CANADA
Jilanttofaa jffiJribge
PRODUCTS
Backed
EFFICIENT
STEEL] STRUCTURES
BUILDINGS— Offices,
Warehouses and I ndustrial
plants, etc.
B R I D G E.S 1 — Railway,
Highway, t; Swing ,^ and
Bascule, etc.
CRANES — Electric and
Hand Power, Travelling,
TOWERS— Transmission Poles and
Towers, etc.
Plate and Tank Construction
PLATE WORK— All kinds, Boilers and
Riveted Pipe.
STEEL TANKS — All kinds; Water
Supply Tanks and Towers, Steel
Stand Pipes, Smoke Stacks, Pen-
stocks, Bins and Hoppers, etc.
Forgings
Elevator and Power Transmission
Machinery, Upset Rods
Recent installation of Hydraulic Up-
setting Equipment capable of Upsetting
roils up to 4 in. diameter.
Equipm?nt
MINING EQUIPMENT — Mine Cars.
Buckets, Melting Pots, Screens, Coal
and Coke-handling equipment, etc.
RAILWAY EQUIPMENT-Turntables,
Frogs and Switches, Snow Plows, etc.
Reinforcing Steels
Plain Rounds, Square and Twisted, bent
to specifications for Beams, Stirrups, etc.
OF
QUALITY
by
SERVICE
Shipbuilding
Ships'l Bolts and. Spikes,
Plain"* and ' Galvanized,
General Forgings, Tanks,
Tail Shafts, Propellors,
Fastenings, etc.
Contractors' [Supplies
Castings
Grey Iron, Semi -steel and
Chiiled and Electric Steel.
Miscellaneous
Equipment for Rolling Mills, Pulp and
Paper Mills, Oil Refineries, Saw Mills,
Packing Houses, Stables, Jails. Tank
and Silo Rods and Lugs, Galvanized
Pump Rods, Survey Stakes, etc , etc.
Ornamental Iron Work, Fire Escapes,
etc. Bolts, Nuts, Washers, Spikes,
Rivets, etc. Pole Line Hardware, Plain
and Galvanized. Pole Saw Frames;
Cordwood Saw Frames; Saw Mandrel-:;
Pump Jacks, Single and Double
Gear.
Galvanizing Plant
Road Building and Earth
Handling Equipment
Cast Iron Culvert Pipe, Gravel Screen-
ing Plants, Road Drags and Levellers
Steel Drag Scrapers, Reinforcing Steel
for Concrete Work, Highway Bridges,
Catch Basin, Covers, Sewer Manhole
Covers, etc., etc.
- iron »orfeS limiteb
WINNIPEG
CANADA
"Cast Iron Pipe has the greatest resistance to corrosion.
It is by far the most economical in results."
WE MANUFACTURE
BELL and SPIGOT and
FLANGED CAST IRON PIPE,
SPECIALS and CASTINGS
of all kinds
CAR WHEELS
INQUIRIES SOLICITED
Canada Iron Foundries, Limited
Head Office, MONTREAL
Works at: Fort William, Ont., St. Thomas, Ont.,
Hamilton, Ont., Three Rivers, P.O.
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
81
General Contractors
We design as well as construct.
Working under severe tidal conditions
our specialty.
Difficult foundations either pneumatic
or open caisson. —
Dams, Piers, Docks, Industrial Plants.
We have The Plant and Organization.
Pneumatic Caisson 68 ft. by 18 ft. under construction.
ENGINEERS & CONTRACTORS, Limited
102 Prince William St.,
E. R. REID, President.
ST. JOHN, N.B.
E. M. ARCHIBALD, Chief Engineer.
NATIONAL IRON CORPORATION, Limited
Head Office, Works and Docks :— TORONTO
Every size for Water, Gas, Culvert or Sewer, Carried in Stock at
Lake or Rail Shipments TORONTO, PORT ARTHUR and MONTREAL
FETHERSTONHAUGH & CO. patent solicitors
The old established firm. Patents and Trade Marks Everywhere.
Head Office: Royal Bank Bldg., Toronto
Ottawa Office: 5 Elgin St.
Offices throughout Canada. Booklet free
JAMES, LOUDON & HERTZBERG, Ltd.
CONSULTING ENGINEERS
36 Toronto Street
TORONTO, CAN.
Water Supply and Purification; Sewerage Systems; Municipal and Trade Waste
Disposal Plants; Incinerators; Pavements; Bridges and Structural work,
including Reinforced Concrete and Architectural Engineering.
A. B.
SEE
ELECTRIC
ELEVATOR
COMPANY
OF CANADA
LIMITED
MONTREAL — TORONTO
In all countries. Ask for our INVEN-
TOR'S ADVISER,which will be sent free.
MARION & MARION,
364 University St., Montreal.
JOHN S. METCALF CO , Limited
Designing and Constructing Engineers
GRAIN ELEVATORS
Wharves and Power Plants
54 St. Francois Xavier Street, Montreal, Que.
103 South La Salle Street, Chicago, 111.
36 Southampton St., Strand, London, W.C., Eng.
395 Collins St., Melbourne, Australia
82
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
"MICHIGAN"
WOOD STAVE
PIPE
for Waterworks, etc.
T. A. MORRISON & CO.
(MORRISON QUARRY CO.— R. F. Dykes. Supt.)
204 ST. JAMES STREET, MONTREAL
YARROWS LIS
Associated with YARROW & Co., Glasgow.
SHIPBUILDERS, ENGINEERS ,
SHIP REPAIRERS,
IRON & BRASS FOUNDERS
MARINE RAILWAY, 3000 TONS D.W. CAPACITY.
ESQUIMALT DRY DOCK, 480 FT. X 65 FT.
Modern facilities for quick despatch of ship repair work.
Address: P.O. Box 1595, VICTORIA, B.C., CANADA.
MILTON HERSEY COMPANY Ltd.
INDUSTRIAL CHEMISTS, ENGINEERS & INSPECTORS
MONTREAL WINNIPEG
Analyses and Tests of all Materials including Steel, Brass, Coal, Oils,
Water, Ores, Sands Cement.
Specialists for Industrial Chemical Problems, Cement and Asphalt
Construction Work, Steel Inspection and Water Supply.
"The Largest and Best Equipped Commercial Laboratories in Canada"
ESTABLISHED 27 YEARS
LOOK FOR THE
"R SHIELD"
WATERMARK
Like the sterling
mark in silver, the
Karat mark in gold
so the Watermark
in paper.
Bond, Writing and Ledger Papers
containing the "R shield" watermark are backed by our
reputation. Insist on this Watermark and you get quality.
THE ROLLAND PAPER CO., Limited
MONTREAL
JENKINS BROS. LIMITED
HEAD OFFICE AND WORKS •
103 St. Remi Street,
MONTREAL, P.Q.
CANADA
EUROPEAN BRANCH
6 Great Queen St.,
Kingsway,
LONDON, W.C. 2
ENGLAND
Manufacturers of JENKINS BROS' VALVES,
Packing and other Mechanical Rubber Goods
Robert W. Hunt
President
Charles Warnock
Gen'l M$>r. & Treas,
Robert W. Hunt & Co.
Limited
CONSULTING and INSPECTING ENGINEERS,
CHEMISTS and METALLURGISTS
Expert inspection and tests of all structural materials and mechanical
equipment.
REPORTS ON PROPERTIES AND PROCESSES
Head Office and Laboratories: McGILL BUILDING, MONTREAL
Branches: Toronto Vancouver London, England
Dunfield & Co. Ltd
EXPORTERS AND DEALERS IN ALL KINDS OF
LUMBER
AND INSURANCE BROKERS
Dealers in all kinds of rough and
dressed lumber. Shipments made by
rail in carload lots from Nova Scotia
and New Brunswick. Special attention
given to dimension stock for construc-
tion work.
OFFICES :
8 Prince St., Halifax, N.S.
8 Market Square, St. John, N.B.
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
83
STEEL FRAME BUILDINGS
Roof Trusses,
Columns,
Fire Escapes,
Stairs,
Ladders, etc.
Plain Steel
Shapes, I-Beams,
H-Beams,
Channels, Angles,
Tees, Zees and
Bars,
Plates and Sheets
THE MARITIME BRIDGE COMPANY, LIMITED
New Glasgow - Nova Scotia.
REINFORCING STEEL
Superior quality in all sizes in ROUNDS, SQUARES AND SQUARE TWISTED
IMMEDIATE SHIPMENT FROM STOCK
THE MANITOBA ROLLING MILLS Limited
SELKIRK, MAN.
THE MANITOBA STEEL AND IRON CO. Limited
GENERAL SALES AGENTS
WINNIPEG, MAN.
GEO. W. SADLER
GEO. F. HAWORTII
WALTER J. SADLER
ESTABLISHED 1876
Cable Address" " SADLER "
Western Union and Private Codes
SADLER & HA WORTH
TANNERS & MANUFACTURERS OF
OAK LEATHER BELTING
Lace Leather, Belt Dressing, Belt Cement, Belt Fasteners
c <
LEATHER, LIKE GOLD, HAS NO SUBSTITUTE."
Branches:
Factories at MONTREAL, TORONTO.
ST. JOHN, N.B., CALGARY, WINNIPEG, VANCOUVER.
84
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
INDEX TO ADVERTISERS
PAGE
A. B. See Electric Elevator Co 81
The Barrett Co 69
DeGaspe Beaubien 84
Hanbury A. Budden 84
Bedford Construction Company 79
John Bertram & Sons, Limited 3
Canada Cement Co., Limited 8
Canada Iron Foundries, Limited 80
Canadian Fairbanks-Morse Co., Limited 10
Canadian Ingersoll-Rand Co., Limited 7
Canadian Steel Foundries, Limited 78
Chipman & Power 84
Conte Hermanos 72
Cook Construction Co., Limited & Wheaton Bros 77
Dept. of Public Works & Mines, N.S 75
Dominion Bridge Co., Limited 4
Dominion Copper Products Co., Limited. . .(Inside Back Cover)
Dominion Engineering and Inspection Company 84
Dominion Iron & Steel Co., Limited (Outside Back Cover)
Dunfield & Co 82
Engineers & Contractors, Limited 81
Ewing, Lovelace & Tremblay 84
Fetherstonhaugh & Co 81
Walter J. Francis & Company 84
Grant & Home 75
Rudolph Hering, D.Sc 84
Milton Hersey Company, Limited 82
R. W. Hunt & Co 82
PAGE
Imperial Oil Limited 5, 6
James, Loudon & Hertzberg, Limited 81
Jenkins Bros. Limited 82
Jones & Glassco (Inc.) 78
R. S. & W. S. Lea 84
Manitoba Bridge and Iron Works Limited 80
The Manitoba Steel and Iron Co., Limited 83
Marion & Marion 81
The Maritime Bridge Company, Limited 89
T. McAvity & Sons, Limited 71
Geo. K. McDougall, B.Sc 84
John S. Metcalf Co., Limited 81
Modern Printing Co (Inside Back Cover)
Montreal Blue Print Co 84
T. A. Morrison & Co 82
National Iron Corporation 81
Nova Scotia Construction Co., Limited 74
Nova Scotia Steel & Coal Co., Ltd 73
Pratt & Whitney Co., Limited (Inside Front Cover)
J. M. Robertson Ltd 84
Rolland Paper Co., Limited 82
Sadler & Haworth 83
The Shawinigan Water & Power Company 77
Spray Engineering Co., 76
Arthur Surveyer & Co 84
Toronto Iron Works 79
Turnbull Elevator Mfg Co 76
Waterous Engine Works Co 80
Yarrows Limited 82
209 Beaver Hall Hill
MONTREAL
Phone
UPTOWN 5624
MONTREAL BLUE PRINT CO.
Photo reductions from Plans, Blue Prints,
Etc., Etc.
BLUE PRINTING IN ALL ITS BRANCHES,
DRAUGHTING, ETC.
J. M. ROBERTSON
LIMITED
Consulting Mechanical and
Electrical Engineer
625 Coristine Building
MONTREAL
Arthur Surveter, C.E. R. DeL. French, C.E.
ARTHUR SURVEYER & CO.
Consulting Engineers
274 Beaver Hall Hill MONTREAL
A.M.E.I.C. AB8. A.I.E.E.
DeGASPE BEAUBIEN
B.Sc.
Consulting Engineer
Tel. M. 8240
28 Royal Insurance Building, MONTREAL
GEO. K. MCDOUGALL, B.Sc,
CONSULTING ELECTRICAL
ENGINEER
Illuminating Engineering, Industrial Elec-
trical Installations, High Tension
Power Transmission, etc.
Drummond Building,
MONTREAL
Telephone:
Uptown 823.
CHIPMAN & POWER
Civil Engineers
TORONTO WINNIPEG
WILLIS CHIPMAN GEO. H. POWER
DOMINION ENGINEERING
AND INSPECTION COMPANY
Testing Engineers and Chemists
Mill, shop, field inspections of bridges and structural
steel work. Iron and steel pipe.
Testing of cement and metals.
Industrial Chemistry. Metallurgy a Specialty.
320 Lagauchetiere St. W., Montreal, Que.
Branches: Winnipeg and Toronto
James Ewino, E. S. M. Lovelace, B.A.Sc,
M.E.I.C. M.E.I.C.
Altheod Tremblat, A.M.E.I.C.
Mem. Board of Directors Q.L.S.
EWING, LOVELACE & TREMBLAY
Civil Engineers and Land Surveyors
Surveys, Plans, Maps, Estimates and Reports, Rail-
way Location, Bd. of Ry. Commission Plans,
Power and Industrial Sites, Municipal Work,
Town Planning, Subdivisions.
BIRKS' BUILDING. 14 PHILLIPS SQUARE.
Tel. Upt. 1100 MONTREAL
RESEARCH BUREAU
REPORTS BY EXPERTS ON SCIENTIFIC.
TECHNICAL AND INDUSTRIAL
DEVELOPMENT.
SPECIAL RESEARCHES ARRANGED.
PATENTS, TRADE MARKS, ETC.
Hanbury A. Budden
812 Drummond Bldg
Montreal
Cable Address
"Brevet"
Walter J. Francis, C.E.
M.E.I.C.
M.Am Soc.C.E.,
M.Inst. C.E.
F. B. Brown, M.Sc,
M.E.I.C.
Mem.Am.Soc.M.E.,
Mem.A.I.E.E.
Walter J, Francis & Company
Consulting Engineers
Head Office: 260 St. James St.. Montreal
Cable Address: "WALrRAN, Montreal." W.U.Code
Long Distance Telephone: Main 5643.
R. S. & W. S. LEA
Consulting Engineers
Water Supply, Sewerage and Drainage: Water
Purification: Disposal of Sewage and Refuse;
Water Power Developments and Power
Plants. Reports, Designs, Super-
vision of Construction.
New Birks Building, Telephone,
MONTREAL, QUE. UPTOWN 783.
.E.I. C.
Mem. Inst. Civil Engrs.
Mem. Am. Soc. C.E.
RUDOLPH HERING, D.Sc.
Consulting Engineer
Water Supply, Sewage and Refuse Disposal
170 Broadway, New York, N.Y.
Dominion Copper Products
Company, Limited
MANUFACTURERS OF
COPPER AND BRASS
SEAMLESS TUBES, SHEETS AND STRIPS IN ALL COMMERCIAL SIZES
Office and Works: LACHINE, P.Q., Canada.
u P.O. Address: MONTREAL, P.Q. Cable Address: "DOMINION"
33 -, . , . II
Thia Journal is printed by ig*G
.^MODERN
PRINTING
Company
MONTREAL'S HlGH GRADE PRINTERS
QUALITY - SERVICE - SATISFACTION
ASK FOR OUR PRICES BEFORE PLACING YOUR ORDERS FOR PRINTING
39 DOWD STREET MONTREAL TEL. MAIN 112
DOMINION IRON & STEEL CO. Limited
Head Offices and Works: SYDNEY, N.S
"e 50 ™ 500 """ ""^^
^MANUFACTURERS OF
PIG IRON, Basic and Foundry Grades.
BASIC OPEN HEARTH STEEL,
BLOOMS,
BILLETS and SLABS.
STEEL RAILS — All sections up to and including 100 lbs. per
Lineal Yard.
STEEL BARS — Rounds, Flats, Squares, Reinforcements Bars,
Plain or Twisted.
WIRE RODS— All qualities, in Gauges No. 5 to £"
WIRE — Plain, Annealed, Galvanized, Coil Spring, and
Barbed Fence.
WIRE NAILS— All Standard and Special Patterns
AMMONIUM SULPHATE
SULPHURIC ACID
BENZOL,
TOLUOL,
SOLVENT NAPHTHA
yytoocaooac^vaoaQoaaoooanooaacaa^
SYDNEY, N.S.
SALES OFFICES
1 12 St. James St. MONTREAL, P.Q.
iooooooooaapoooooooo o aaBooo n a c
THE JOURNAL OF
THE ENGINEERING INSTITUTE
OFCANADA
TO FACILITATE THE ACQUIREMENT AND INTERCHANGE
OF PROFESSIONAL KNOWLEDGE AMONG ITS MEMBERS.
TO PROMOTE THEIR PROFESSIONAL INTERESTS. TO
ENCOURAGE ORIGINAL RESEARCH. TO DEVELOP AND
MAINTAIN HIGH STANDARDS IN THE ENGINEERING
PROFESSION AND TO ENHANCE THE USEFULNESS
OF THE PROFESSION TO THE PUBLIC."
ANNUAL GENERAL MEETING AND PROFESSIONAL MEETING
OTTAWA, FEBRUARY 11th, 12th, 13th.
FEBRUARY 1919
PUBLISHED MONTHLY BY THE ENGINEERING INSTITUTE OF CANADA,
AT 176 MANSFIELD STREET. MONTREAL
foL II No. 2
SMALL TOOLS
P. & W. Adjustable
BLADE REAMERS
r *& r
1
J
These reamers have eccentric relief
and can be set to size without regrinding.
They are unexcelled for design and
simplicity and ease of adjustment.
The eccentrically relieved blades are
stronger than others, do not chatter,
and produce a smoother hole. The
hand, shell and fluted chucking reamers
have interchangeable nuts, screws and
wrenches. The bottom of a hole can
readily be faced. By a simple adjust-
ment of the blades the reamers can
easily be set to size without regrinding.
PROMPT SERVICE
is assured at our nearest store, where
P. & W. Small Tools are carried in stock.
Always order P. & W. Small Tools.
Precision Machine Tools Standard and Gauges
PRATT & WHITNEY CO.
OF CANADA, LIMITED
Works : DUNDAS, ONTARIO
MONTREAL
721 Drummond Bldg.
TORONTO
1002 C.P.R. BIdg.
WINNIPEG
1205 McArthv BIdg.
VANCOUVER
B.C. Equipment C*
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA 3
Be^t^am
Machine Tools
EQUIPMENT FOR
Locomotive and Car Shops
Structural Steel Shops
General Machine Shops
WE MANUFACTURE A COMPLETE LINE OF TOOLS FOR
FABRICATING STEEL PLATE AND SHAPES
FOR SHIPBUILDING
LET US SEND YOU PHOTOS AND ESTIMATES
The John Bertram & Sons Co., Limited
Dundas, Ontario, Canada
MONTREAL TORONTO VANCOUVER WINNIPEG
723 Drummond Bldg. 1002 C.P.R. Bldg. 609 Bank of Ottawa Bldg. 1205 McArthur Bldg.
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
BOILERS
FOR ALL PURPOSES
BOILERS IN STOCK
LOCOMOTIVE
1-30 HP. 3-40 H.P. 3-6 H.P.
HORIZONTAL
2-48" x 14' 3-54" x 14'
4-60" x 14' 3-72" x 18'
VERTICAL
2 - 15 H.P. 2 - 18 H.P.
ous
BRANTFORD, ONTARIO, CANADA
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
Picking the right kind of
tool steel by the aid of the
new LUDLUM text-book
Costly tools must be made of the right steel or
they are useless. We have compiled and pub-
lished at great expense a complete book on this
subject — 160 pages.
Do you wish to know the effect of alloys in steel
— the correct method of forging, hardening, temper-
ing, annealing?
Have you use for accurate calculation tables and
much valuable information?
We will send you a copy gratis on request, to a
buyer or user of tool steel.
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LUDLUM STEEL COMPANY
General Offices and Works
WATERVLIET, N. Y.
JOURNAL OF THE] ENGINEERING INSTITUTE OF CANADA
LET US IMPROVE
OUR COUNTRY ROADS TOO
"Our recent talks have been mostly regarding
permanent pavements, but present country
and suburban highway maintenance must not
be overlooked."
"Every man who rides, drives or hauls over our
country roads with any frequency, knows
the importance of giving their upkeep more
attention."
"Poorly maintained roads are not satisfactory,
nor are they cheapest. Good roads are abso-
lutely necessary to the prosperity of every
community. All recognize this, so let us all
use our influence to secure better maintained
roads."
"A well-graded dirt road properly maintained
will answer very well the requirements of light
and moderate traffic in rural communities,
but it must be properly maintained. Gravel
and macadam roads are too expensive to
permit of neglect. There is nothing of greater
importance in the maintenance of the above
three types of roads than Imperial Liquid
Asphalts."
"If used only as a substitute for water to keep down the
dust, Imperial Liquid Asphalt are well worth while. One
application and the work is done and the road dust-
less for the season. Imperial Liquid Asphalts
save the daily trips of the sprinkling cart. IMPFfQI F\\ {
CANADIAN MADE
ASPHAliT
big points
"Imperial
They are easy and not expensive to apply and
once down, they are there to stay."
"But Imperial Liquid Asphalts help in other
ways as well as by keeping down the dust.
They protect road surfaces from the wear of
steel tires and horse shoes ; from the erosion
of rains and, to a great extent, from frost
damage by sealing surfaces against penetration
by water. Properly applied Imperial Liquid
Asphalts increase the traffic- carrying capacity
of dirt, gravel or macadam roads, many,
many times."
"Imperial LiquidJAsphalts are not like some
other road oils, for Imperial Liquid Asphalts
contain from 20% to 60% of pure Asphalt
(depending upon the specifications) so 20% to
60% stays and adds to the utility of the road,
permanently. "
"Repeated applications will form a road sur-
face which, while not approaching the per-
manent Asphalt pavement, is one that does
very well for light and moderate traffic in
rural communities. Imperial Liquid Asphalt
do not remain sticky and do not continue to
give off objectionable odors. Imperial Liquid
Asphalts contain no elements or compounds
that will injure rubber tires. All of these are
worth keeping in mind."
Liquid Asphalts are refined in Canada from
the best Mexican Asphaltic crudes. They are
available in any quantities desired, in all
parts of the Dominion."
"if you are interested in construction of roads or streets, or the better maintenance
of those in your community*, we would like to co-operate with you. Out Road
Engineers -will gladly assist or advise without charge, in all matters relating
to road construction, improvement or maintenance.
WRITE ROAD ENGINEERING DEPARTMENT
IMPERIAL OIL LIMITED, Imperial Oil Bidding, Toronto
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
GUARANTEE
EHIND the Cameron pump stands the Cameron guarantee;
behind the Cameron guarantee stands the thorough test of
every pump sold.
All pumps are tested under full working conditions.
Here are the conditions of every test on CAMERON centrifugal pumps ;--
Power input is measured by torsion dynamometer.
Discharge pressure is measured with accurate gauges, frequently calibrated.
Quantity is measured by weir, and suction lift by mercury column.
No pump is too small to be
thoroughly tested.
Electrically Driven Cameron Centrifugal Pump Serving Beyer Barometric Condenser.
CANADIAN INGERSOLL - RAND CO., Limited
SYDNEY SHERBROOKE
WINNIPEG
MONTREAL
NELSON
TORONTO COBALT
VANCOUVER
8
JOURNAL O FiftT HE ENGINEERING! INS T t ITU T L E OF CANADA
in Pounds
TRACTION tests made in 1917 by
the Good Roads Bureau of the
California State Automobile
Association have done much to show the
public what power and fuel waste there
is on some types of roads and what a
saving comes from driving on Concrete.
These tests, which were under the per-
sonal direction of Prof. J. B. Davidson,
Divisionj of Agricultural Engineering,
University of California, are summarized
as follows :
wm-
PULL IN POUNDS PER TON
Over a level, unsurfaced Concrete road
Gravel road, good condition, level
Earth road, fine dust, level
Earth road, stiff mud on top, firm underneath level
Loose gravel, not packed down, new road, level . .
Concrete roads are well adapted both to motor and horse-
drawn traffic. There are no holes nor loose stones on the
surface. The even, yet gritty, surface always provides a
good footing, which prevents horses from wrenching their
knees and shoulders. Only a slight crown is needed on the
Concrete road to drain surface water off quickly. Motor
trucks and automobiles find Concrete the ideal pavement.
It is skidproof even in
wet weather. There
is no tire \ slipping
forward ori L sidewise,
no waste fpower \ in
traction.
CANADA CEMENT
LIMITED jflJHttH
509 Herald Building JE? 1(9'!*^% SMBISE I
MONTREAL •5*fc\ :*T*W ~*^
m srass mm *
MONTREAL
Sales Offices at
TORONTO WINNIPEG CALGARY
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
The Journal of
The Engineering Institute
of Canada
February, 1919
CONTENTS
Volume II, No. 2
REPORT OF COUNCIL FOR 1918 59
PROGRAMME 81
MEAN SEA LEVEL AS GENERAL DATUM FOR CANADA 82
MINING AND METALLURGY OF COBALT SILVER-ORES 86
NATIONAL HIGHWAYS AND GOOD ROADS 91
DESIGN AND CONSTRUCTION OF REINFORCED CONCRETE VIADUCTS AT TORONTO. 93
CAN EARTH ROADS BE MADE SATISFACTORY 102
ECONOMY IN OCEAN TRANSPORTATION 104
MODERN BOILER PRACTICE 109
EDITORIAL 120
Summary of Legislation Situation
Government Considering Salaries
No Railway Rebates
Ontario Provincial Division.
Water Resources Conference
CORRESPONDENCE 123
REPORT OF COUNCIL MEETING 127
BRANCH NEWS 129
Saskatchewan Branch Vancouver Branch
Manitoba Branch Montrael Branch
St. John Branch Calgary Branch
Sault Ste. Marie Branch
PERSONALS 134
OBITUARIES 135
EMPLOYMENT BUREAU 135
PRELIMINARY NOTICE OF APPLICATIONS 136
ENGINEERING INDEX 138
The Institute does not hold itself responsible for the opinions expressed by the authors
of the papers published in its records, or for discussions at any of its meetings or for
individual views transmitted through the medium of the Journal.
Published by
THE ENGINEERING INSTITUTE OF CANADA
176 Mansfield St., Montreal
BRANCHES:
Halifax. N.S.; St. John, N.B.; Quebec, P.Q.; Montreal, P.Q. ; Ottawa, Ont; Toronto, Ont. ; Winnipeg, Man.;
Hamilton, Ont.; Regina, Sask.; Calgary, Alta.; Edmonton, Alia.; Vancouver, B.C. ; Victoria, B.C.
10
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
Fairbanks-Morse
Road Machinery
ROAD ROLLERS
TRACTORS
SCARIFIERS
ROCK CRUSHERS
CRUSHING OUTFITS
STONE SCREENS
WHEEL BARROWS
PLOWS
SCRAPERS
WHEELED SCRAPERS
MARTIN DITCHERS
ROAD MACHINES
GRADERS
ROAD DRAYS
DUMP WAGONS
STREET SWEEPERS
SPRINKLERS
HEATING DISTRIBUTORS
CLIMAX DISTRIBUTORS
KETTLES
CONCRETE MIXERS
TOOLS
1
Yes, Fairbanks-Morse lines are very extensive and cover
twelve different departments including practically "Everything
Mechanical."
Fairbanks-Morse Road Machinery Department is in charge
of a man who is familiar with this equipment. The list in the
margin gives an indication of the very complete line of Fairbanks -
Morse Road Machinery.
The various machines listed were selected for their mecha-
nical excellence of construction — ease and economy of operation.
Put your Road Machinery Problem up to-
The Canadian Fairbanks -Morse Co., Limited
" CANADA'S DEPARTMENTAL HOUSE FOR MECHANICAL GOODS "
DISTRIBUTORS FOR LACO LAMPS
HALIFAX, ST. JOHN, QUEBEC, MONTREAL, OTTAWA, TORONTO, HAMILTON, WINDSOR,
WINNIPEG, SASKATOON, CALGARY, VANCOUVER, VICTORIA.
THE JOURNAL OF
THE ENGINEERING INSTITUTE
OF CANADA
A MONTHLY JOURNAL
Published By
THE ENGINEERING INSTITUTE OF CANADA
INCORPORATED IN 1887 AS
THE CANADIAN SOCIETY OF CIVIL ENGINEERS
Volume II
FEBRUARY 1919
Number 2
REPORT OF COUNCIL FOR THE YEAR 1918
In presenting its report for the year Nineteen Hundred
and Eighteen, the Council of The Engineering Institute
of Canada does so with a sense of satisfaction in the
progress that has taken place in Institute affairs during
the year just past, which, as in the history of the world,
also marks an epoch in the affairs of the engineers of
Canada.
It is with a spirit of thankfulness that Council is
able to record the termination of the devastating world
struggle and with a conscious but permissible pride to
pay a tribute to the gallant men of the engineering pro-
fession of Canada who have taken such a notable part in
the war and who have been a factor in contributing to
its success. A large number of our overseas members,
unfortunately, will not return but their memories will
always be cherished A few are with us again and it is
hoped that all shall have arrived in Canada before many
months have passed.
During the year the new By-Laws, proposed by the
Committee on Society Affairs, were finally adopted and
have become the official By-Laws of The Institute.
The former name, The Canadian Society of Civil
Engineers, has been changed by Act of Parliament to
The Engineering Institute of Canada, and with the change
has come a broader outlook and wider possibilities for the
organization.
The inauguration of professional meetings and the
successful convening of three during the year, one in
Toronto, one in Saskatoon and one in Halifax, has given
rise to a stronger bond of fellowship and has afforded an
additional opportunity of enabling the members to
become acquainted, so that these meetings, judging
from the results of those held during the year, are bound to
knit more closely together the fabric of The Institute.
The President has been in attendance and has presided at
all the professional meetings, which precedent it is hoped
will be continued by succeeding Presidents.
Four new Branches have been established, all of them
in a nourishing condition, at Montreal, Hamilton, Halifax
and St. John. Shortly after their formation, the Halifax
and St. John Branches co-operated in arranging for a
professional meeting, which has greatly stimulated
engineering activities in the Maritime Provinces. In the
Montreal Branch, mechanical, electrical, civil and indus-
trial sections have been created, thus increasing the
interest of the members in every branch of the profession
and enabling all to take an active part in the meetings.
As the result of an earnest desire to place the
engineering profession on a higher plane and to give its
members the recognition to which they are entitled, the
question of legislation has become an active issue in the
various Branches in the Dominion. A definite proposal
to secure provincial legislation, originated with the western
provinces and is being discussed by every Branch.
Council has approved of the principle of securing legis-
lation for raising the status of the profession and has
encouraged discussion of the subject in order that the
various Branches may come to an agreement whereby
similar legislation would be sought in every province.
While giving every encouragement, Council has felt that
its great importance demands that no precipitate action
be taken.
With the inauguration of The Journal of The En-
gineering Institute there has been established a medium
of intercommunication which, from its first issue has
received the hearty approval and commendation of the
membership. It has been designed to include the en-
gineering literature of Canada, which, naturally, largely
60
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
originates from the membership of this Institute; the
papers read at professional meetings or at Branches and
any discussion thereon; all news of Branch activity;
correspondence; monthly Report of Council; items of
personal interest; an employment bureau to bring to the
attention of the members positions available and an
engineering index. This latter feature comprises a review
of eleven hundred engineering and technical magazines
every month by a group of experts on the staff of the
American Society of Mechanical Engineers, through whose
courtesy the index has been made available to our members
for a nominal sum. This service also includes the availa-
bility of photostat copies of any of these articles through
the Engineering Societies Library, whose director,
Dr. Harrison W. Craver, has accorded our members the
privileges of their magnificent library.
As in 1917 a Tobacco Fund was created and over
five hundred members overseas, whose addresses were
available, have received Christmas greetings and
cigarettes.
Of no small importance to the members is the interest
which the Council has taken in advancing the status of
the individual. A committee of the Council interviewed
the Civil Service Commission and was asked to make
recommendations regarding salaries. This has been
done, and if accepted, as has been promised, will be a
powerful factor in raising the standard of engineers'
salaries throughout the Dominion.
A review of the past year would not be complete
without recording the marked spirit of loyalty to The
Institute, which is in evidence in every part of the
Dominion, by the individual members and by our splendid
Branch organizations and noting the general willingness
of the members of every grade to closely co-operate in all
matters relating to the affairs of the Institute or designed
to promote the welfare of the profession.
December 31st, 1918.
H. H. Vaughan, President.
Fraser S. Keith, Secretary.
Roll of the Institute.
Elections during the year resulted in the following
additions to the Roll: thirty-eight Members; one hundred
and two Associate Members; twenty-five Juniors; seven
Students and three Associates.
The following transfers were made: twenty-four
Associate Members and one Associate to the class of
Member; twenty-three Juniors and four Students to the
class of Associate Member and eighteen Students to the
class of Junior.
There have been removed from the rolls by resignation
or on account of non-payment of dues: eight Members;
ten Associate Members; one Associate and two Students.
A detailed list of resignations accepted is as follows :—
Members:
Burpee, Tyler Coburn. Maunsell, George S.
Crockard, F. H. Mayer, Joseph.
Dupont, Victor H. Parent, Paul Etienne.
Harris, William Dale.
Kimball, H. S.
Associate Member*:
Baker, Mason H.
Bankson, E.E.
Buell, W. E.
Corman, W. E.
Glassco, A. P. S.
Associate:
Grant, William H.
Students:
Hooper, Ronald H.
Grant, William F.
Jacques, H. S.
Mendelssohn, Joseph.
Mulville, John C.
Walker, N. de C.
Mathews, J. E.
The following deaths, fifty-three in number have been
reported, of which number seventeen were killed in action.
Members
Beullac, Marcel C. J.
Breen, Thomas.
Brophy, John Byrne.
Bruce, A. H. N.
Carre, Henry.
Darey, Laurence A.
Davis, William Mahlon.
Donaldson, Morley.
Earle, William Zobeski.
Edwards, Prof. William Muir.
Hill, Albert James.
MacLeod, Henry A. F.
Millidge, Edwin Gilpin.
Murray, T. Aird.
Schreiber, Sir Collingwood.
Sidenius, Harry.
Smith, Henry Badeley.
Thibaudeau, W.
Associate Members
Bayfield, Henry Arthur.
Bodwell, Howard L.
Bromley-Smith, A.
Clarke, Leonard Oswald.
Cowan, William A.
Cronk, Francis Joseph.
Galbraith, William John.
Greenwood, Walter Kendall
Hyde, Wm. Herbert.
Kemp, Melville A.
O'Donnell, Hugh.
Rainboth, John.
Wood, J. Russell.
Juniors
Grenier, Hector.
Randall, Henry Edward.
Students
Boright, George K.
Wilson, Calvin P.
Killed in action, or died while on Active Service:
Members Winslow, Rainsford-Hannay.
Associate Members Booth, Patrick D.
Henderson, Thomas D.
Kent, Victor J.
McQueen, Howard R.
Meade, Alfred de Courcy.
Richardson, Francis A.
Sailman, Robert T. H. (L.)
(1917).
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
61
Juniors Ferguson, L. L.
Middleton, James R. (1917).
Milot, J. Adelard (1917).
Willson, F. J. (1917).
Students MacLean, Donald Gordon.
O'Riellv, Richard H.
Peck, H. M.
Scott, George M.
Wilson, William James (1917).
At present the membership stands as follows:
Honorary Members 9
Members 752
Associate Members 1,548
Juniors 373
Students 488
Associates 33
Total 3,203
The membership of the Branches as at December
31st, 1918, is as follows: —
Mem- Assoc. Asso- Am-
bers Members Juniors Students ciates liates
Quebec 18 55 17 14 1
Ottawa 65 124 35 29 2
Toronto 66 144 34 69 5
Manitoba 40 93 26 20 1
Vancouver 47 72 7 4
Kingston Activities discontinued until the close of
the war.
Victoria
Calgary
Edmonton ....
Saskatchewan.
22
21
11
9
Montreal, H.M. 3 136
Halifax. . .
St. John..
Hamilton
25
13
4
30
37
31
67
250
30
21
18
3
5
7
3
71
5
8
7
8
5
168
3
8
2
1
1 6
11
1
Meetings.
(The Montreal Branch took over the meeting* at Headquarters
in February.)
There have been nine meetings at which the following
papers were read: —
" Quebec Bridge," by G. H. Duggan, M. E. I. C.
" Recent Advances in Canadian Metallurgy," by
Dr. A. Stansfield.
' Tests of the Chain Fenders in the Locks of the
Panama Canal," by Henry Goldmark, M. E. I. C.
" Datum Planes Related to the Tide," by Dr. W.
Bell Dawson, M. E. I. C.
" Engineering Activities in Connection with the
Navy," by Commander Skentelbery.
" Nicu Steel," by Col. R. W. Leonard, M. E. I. C.
" Kettle Rapids Bridge," by W. Chase Thomson,
M. E. I.C.
" Varnish Manufacture," by Norman Holland.
" Champlain Dry Dock for Quebec Harbour," bv
U. Valiquet, M. E. I. C.
■ Address on Military matters by Lieut. Ashworth.
Institute Committees for 1918.
Executive Committee of Council :
Vaughan, H. H., Chairman.
Fairbairn, J. M. R. Francis, Walter J.
Safford, H. R. Surveyer, Arthur.
Ross, R. A. Brown, Ernest.
Finance :
Ross, R. A., Chairman.
Duggan, G. H. Monsarrat, C. N.
Marceau, Ernest. Robertson, J. M.
Library and House :
Safford, H. R., Chairman.
Surveyer, Arthur. Shearwood, F. P.
Frigon.A. McGuigan, F. H., Jr.
By-Laws :
Safford, H. R., Chairman.
Francis, Walter J. Brown, Ernest.
Papers (June 1918-19) :
Francis, Walter J., Chairman.
Matheson, E. G. Doucet, A. E.
Duff, W. Arch'd. Macintyre, R. W.
Gillespie, Peter. Elliot, L. B.
Gale, G. Gordon. Mackie, G. D.
Publications :
Brown, Ernest, Chairman.
Robertson, J. M. French, R. deL.
Thomson, W. Chase. DeCew, J. A.
E n g i n eer i n g Sla n da rds
Duggan, G. H.
Herdt, L. A.
Electro-Technical :
Herdt, L. A., Chairman.
Gill, L. W. Lambe, A. B.
Barnes, H. T. Rosebrugh, T. R.
Higman, O. Murphy, J.
Kynoch, J.
Board of Examiners and Education :
MacKay, H. M., Chairman.
Surveyer, A., Secretary. French, R. deL.
Brown, Ernest. Lea, R. S.
Robertson, J. M. Roberts, A. R.
Board of Examiners — Quebec Act :
Surveyer, Arthur, Chairman.
Fairbairn, J. M. R. Brown, Frederick. B.
MacKay, H. M., McGill University representative.
Surveyer, Arthur, Laval University representative.
Committee on Gzowski Medal and Students' Prizes :
Duggan, G. H., Chairman.
Ambrose, J. R. W. St. Laurent, A.
Lewis, D. O. Wilson, R. M.
Honor Roll :
Monsarrat, C. N.
Keith, Fraser S.
62
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
Nominating :
Saskatchewan MacKenzie, H. R.
Victoria Marriott, E. G.
Manitoba Chace, W. G.
Toronto Harkness, A. H.
Quebec Oliver, S. S.
Ottawa Dion, A. A.
Montreal Tye, W. F.
Lefebvre, O.
Vancouver Ker, Newton J.
Calgary Porter,.Sam. G.
Edmonton Gibb, R. J.
Fuel Power:
Murphy, John, Chairman.
Ross, R. A. Dick, W. J.
Francis, Walter J. Surveyer, Arthur.
Challies, J. B.
Steel Bridge Specifications :
Motley, P. B., Chairman.
Monsarrat, C. N. Thomson, W. Chase.
Stuart, H. B. Bowden, W. A.
Boden, H. P. LeGrand, J. G.
Shearwood, F. P. Craig, George W.
Duggan, G. H. Cole, F. T.
Johnson, Allan E. Lyons, M. A.
Montgomery, E. G. W. Harkness, A. H.
Icke, H. A.
Steam Boiler Specifications :
Arkley, L. M., Chairman.
Chace, W. G. Robb, D. W.
Clark, F. G. Vaughan, H. H.
Durley, R. J. Waterous, Logan M.
Roads and Pavements: :
McLean, W. A., Chairman.
Brereton, W. P. MacPherson, A. J.
Duchastel, J. Mercier, P. E.
Griffith, J. E. Near, W. P.
Henry, G. Powell, G. G.
James, E. A. Rust, C. H.
MaCallum, A. F. ■ Doane, F. W. W.
Legislation Committee
Representing Council :
Surveyer, Arthur, Chairman.
Robertson, J. M. Francis, Walter J.
Representing Branches :
Toronto Haultain, H. E. T.
Kerry, J. G. G.
Oliver, E. W.
Calgary Dawson, A. S.
Peters, F. H.
Porter, S. G.
Victoria Maclntyre, R. W.
Lewis, D. O.
Davis, E.
Ottawa Dion, A. A.
MaCallum, A. B.
McRae, J. B.
Manitoba Duff, W. Arch'd.
Henry, M. G.
Sauer, M. V.
Saskatchewan Thornton, L. A.
Makie, G. D.
Stein, J. N. de.
Quebec Decary, A. R.
Doucet, A. E.
Gibault, J. E.
Edmonton Cote, J. L.
Fraser, A. T.
Thornton, N. M.
Vancouver Kennedy, J. H.
Ker. Newton, J.
White, T. H.
The following is a detailed statement of elections
and tranfers which have taken place during the year.
These are not included in the official membership roll
until acceptances have been received.
January 29th, 1918
Members:
Gore, Wm.
Associate Members:
Cooke, E. F. Murphy, T. R. H.
Hamilton, G. M. Newhall, V. A.
Meindl, J. A. Todd, E. D.
Morris, D. Wilkinson, J. B.
Transferred from the Class of Associate Member to that of
Member:
Goodspeed, F. G. Winslow, R. H.
Powell, W. H.
Transferred from the Class of Student to that of Junior:
Flett, F. P.
March 19th, 1918
Associate Members:
Gray, A. W. Lowden, N.
Greene, J. F. Swain, R. J.
Transferred from the Class of Associate Member to that of
Member:
Atkinson, M. B. Jones, L. M.
Brereton, W. P. Meyers, A. J.
Foreman, A. E.
Transferred from the Class of Junior to that of Associate
Member:
Cowley, F. P. V.
Transferred from the Class of Student to that of Junior:
Easton, L. I. Ross-Ross, D. deC.
April 23rd, 1918
Members:
Bell, F. J. Johnson, C.
Guy, G. L. Rindal, H.
Haanel, B. F. C.
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
63
Associate Members:
Campbell, W. G.
Gillies, W. C.
Meade, J, C.
Prevost, R. deM.
Smith, F. G.
Townsend, F. W.
Wotherspoon, W.
May 21st, 1918
Jacobson, E. A.
Smaill, W.
Stansfield, E.
Pratt, G. R.
Puntin, J. H.
Rannie, J. L.
Reilly, F. B.
Smith, W. R.
Warren, W. R.
Collins, L. E.
Kendall, R.
Wright, W. G.
Transferred from the Class of Associate Member to that of
Member:
Dick, W. J. Waddell, N. E.
Miles, E. L.
Transferred from the Class of Sudent to that of Associate
Member:
Erskine, J.
Members:
Collins, C. D.
Crockard, F. H.
Faibairn, R. P.
Associate Members:
Adamson, E. K.
Brown, D. M.
Cummings, A.
Hanson, E. C. A.
King, J. A. S.
Marshall, J.
Juniors:
Allen, R. W.
Bothwell, R. S. C.
Bridges, F. J.
Cassidy, J. F.
Transferred from the Class of Associate Member to that of
Member:
Hogarth, Geo.
Transferred from the Class of Junior to that of Associate
Member:
Somers, N. L.
Transferred from the Class of Student to that of Associate
Member:
McKenzie, J. E.
Transferred from the class of Student to (hat of Junior:
Bishop, J. M.
June 25th, 1918
Members:
Alexander, K. Colvocoresses, G. M.
Brown, J. E. Hamilton, C. B.
Associate Members:
Button, S. A. Markham, E. A.
Kester, F. H. Walker, C. M.
Longley, E. H.
Junior:
Mooney, J. P.
Transferred from the Class of Associate Member to that of
Member:
Corriveau, R. deB. Stewart, R. B.
Transferred front the Class of Jim/or lo Uiat of Associate
Member:
Bonn, W. E. Brickenden, F. M.
Transferred from the Class of Student l<> that of Junior:
Neilson, S. A.
July 23rd, 1918
Members:
Ayars, W. S. Halford, A.
Charlesworth, L. C. Wright, C. H.
Associate Members:
Brunton, R.
Corbett, A. H.
Davis, W. E.
Dyer, A. F.
Hackner, J. W.
Horsfall, H.
Hay ward, C.
Juniors:
Dickinson, J. A.
Gordon, J. M.
MacKay, R.
Mackenzie, C. G.
McHugh, J.
O'Kelly, E. G.
Rogers, G. W.
Wilshaw, J. H.
Scott, C. R.
Transferred from the Class of Junior to that of Associate
Member:
Ross, R. W.
Transferred from the Class of Student to that of Junior:
Bertrand, H. Greatrex, W. K.
Browne, E. F. McCully, R. C.
August 28th, 1918
Members:
Chambers, C.
Faulkner, F. R.
MacNab, I. P.
McArthur, J. J.
Stockton, R. S.
Associate Members:
Ayer, K. R.
Ireland, W. J.
Juniors:
Ells, J. C.
McKean, H. S.
Yarrow, N. A.
Penrose, J. M.
Transferred from the Class of Associate Manlier In that of
Member:
Porter, J. W. Wilson, J. M.
Transferred from the Class of Junior to that of Associate
Member:
Grove, H. S.
Transferred from the Class of Student to that of Junior:
Slinn, W. H.
October 22nd, 1918
Members :
Hart, P. E. Ross, Sir Charles, Bart.
Hays, D. W. Waters, W. L.
Kipp, T. Jr. Winfield, J. H.
Robb, A. G.
64
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
Macdonald, G. C.
Mackenzie, W. D.
McColough, R. W.
Peden, F.
Rome, R.
Rowlands, J. F.
Smith, F. R.
Wakefield, J. A.
Wvand, D.
Morrison, J. H. T.
Nehin, F. O'B.
Smith, W. W.
Associate Members:
Armstrong, H. W.
Bateman, E. F.
Belliveau, J. E.
Chown, R. C. F.
Davies, G. V.
DeWolf, A. H.
Hein, O. J.
Jack, R. T. G.
Joyce, W. E.
Lamarque, E. C. W.
J uniors:
Calvert, D. G.
Crossing, W. B.
McKenzie, R. J.
Mifflen, S. C.
Transferred f row the Class of Associate Member to that of
Member:
Burnett, A. Dalziel, N. P.
Freeman, J. R. French, R. deL.
Transferred from the. Class of Associate to that of Member:
Stansfield, A.
Transferred from the Class of Junior to that of AssociaU
Member:
Bernier, J. A. Jette, J. C. H.
Cox, O. S. Kendall, L. E.
Dawson, S. G. Lamont, A. W.
Fredette, J. F. Lavigne, E. J. T.
Goldman, H. A. Wall, A. F.
Jamieson, W. T. Young, R. B.
Transferred from the Class of Student to that of Associate
Member:
Hemmerick, G.
Transferred from the Class of Student to that of Junior:
Cimon, J. M. H. Snider, A. M.
Lake, N. J. Weldon, R. L.
Milne, A. H.
November 26th, 1918
Members:
Barnes, J. W. Roland, J. W.
Misener, J. S.
Associate Members:
Booker, G. E. MacNab, S. D.
Boyle, A. J. McDougall, J. J.
Chisholm, K. G. Montague, J. R.
Johnson, K. P. Rochetti, J.
Kent, E. S. Warren, H. de laG.
Leaver, C. B.
Junior:
Bowman, C. M.
Student:
Comeau, J.
Associate:
Carmichael, T.
Transferred from the Class of Associate Member to that of
Member:
Doncaster, P. E.
Transferred from the Class of Student to that of Associate
Member :
Massue, Huet.
Transferred from the Class of Student to that of Junior:
King, W. W.
December 17th, 1918
Members:
Campbell, A. D. Moodie, W. T.
Jeffrey, G. J. Russell, H. A.
McLaren, W. F. Stairs, J. A.
Associate Members:
Berney, K. C. Lewis, D.
Cameron, J. G. Markham, E.
Cosser, W. F. J. Morse, E. H.
Galletly, J. S. Newton, C. A.
Harris, H. W. Palmer, R. F.
Ker, F. I. Scholefield, F. W. B.
Kerr, A. E. Stuart, W. J.
Levvy, A. Tait, I. J.
Juniors:
Holland, H. D. Smart, H.
Sissons, T. E. G. Swan, A. W.
Students:
Brown, W. J. Henderson, C. R. D.
Donaldson, A. Kennedy, C. L.
Fortin, G. L. Salamis, B. K.
Transferred from the Class of Associate Member to that of
Member:
Carson, W. H. Mackie, G. D.
Johnson, C. V.
Transferred from the Class of Junior to that of Associate
Member:
Crowell, S. W. McEwen, A. B.
Mahon, H. W. Scott, P.
Smith, B. O.
Transferred from the Class of Student to that of Junior:
Harkom, J. F. Rolland, J. O.
List of Members on Honour Roll.
The following is a statement in regard to the members
of The Institute who have so far, as information has been
received, enlisted for overseas service during the period
of the war: —
Honorary members 1
Members 90
Associate Members 379
Juniors 167
Students 231
Associates 3
Making a total of 871
Of these there have been killed in action or died of
wounds: —
Members 1
Associate Members 6
Juniors 4
Students 5
In all 16
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
65
Report of the Library and House Committee
Safford, H. R., Chairman.
Surveyer, Arthur. Frigon, A.
Shearwood, F. P. McGuigan, F. H. Jr.
To the Council
of the Engineering Institute
of Canada:
I beg leave to present on behalf of the Committee
on Library and House, our report for the year just ended.
The following additions in the way of publications
were received by the Secretary during the current year:—
By H. H. Vaughan, M. E. I. C.
Photographic Volume, Victoria Bridge (1860).
By E.D.Gray, A. M. E. I. C.
Petroleum in Canada, bv Victor Ross.
By John W. LeB. Ross, M. E. I. C.
Statistical Report of Lake Commerce.
By F. W. Cowie, M. E. I. C.
Annual Reports, Harbour Commissioners of
Montreal, 1916-17.
By Fraser S. Keith, A. M. E. I. C.
The Honourable Peter White.
By Charles F. Bristol, A. M. E. I. C.
Electric Furnaces in the Iron and Steel
Industry, by Rodenhauser, Shoenawa and
Von Baur.
By F. A. Bowman, M. E. I. C.
The Monthly Bulletin of the Maritime Telephone
and Telegraph Company Limited.
By Walter J. Francis & Company.
1 vol. Annual Report, 1915, Public Service
Commission, Massachusetts.
1 vol. Annual Report, 1916, Public Service
Commission, Maryland.
2 vols. Annual Report, 1914, 1915, Public
Service Commission, Indiana.
1 vol. Annual Report, 1915, Public Service
Commission, New Hampshire.
3 vols. Annual Report, 1914, Public Service
Commission, New York, 1st District.
1 vol. Annual Report, 1915, Public Service
Commission, New York, 2nd District.
3 vols. Annual Report, 1915-1916, Public Utilities
Commission, District of Columbia.
1 vol. Annual Report, 1916, Public Utilities
Commission, Connecticut.
1 vol. Annual Report, 1916, Public Utilities
Commission, Ohio.
1 vol. Annual Report, 1914-1915, Public Utilities
Commission, Idaho.
1 vol. Annual Report, 1915, Public Utilities
Commission, New Jersey.
1 vol. Annual Report, 1916, Public Utilities
Commission, Maine.
1 vol. Annual Report, 1914, Public Utilities
Commission, Illinois.
2 vols. Annual Report, 1915, Railroad Com-
mission, Wisconsin.
1 vol. Annual Report, 1915, Railroad Com-
mission, Iowa.
1 vol. Annual Report, 1916, Railroad Com-
mission, Nebraska.
1 vol. Annual Report, 1915, Railroad Com-
mission, Michigan.
1 vol. Annual Report, 1915-1916, Railroad Com-
mission, California.
1 vol. Statistics of Railways in the United States,
1914, Interstate Commerce Commission.
1 vol. Statistics of Common Barriers, 1916,
Interstate Commerce Commission.
1 vol. Central Electric Light and Power Stations
and Street and Electric Railways, United States,
Department of Commerce, 1912.
By Wm. Pearce, M. E. I. C. .
Blueprint Giving Coal Statistics on the Colon-
ization and Development Branch for the Canadian
Pacific Railway.
By J. J. Salmond, A. E. I. C.
Bound Volume of Canadian Engineer Vol. 34.
By A. E. Doucet, M. E. I. C.
Voyages en Egypte, Volume 1 and 2, and
Planches de Voyages dans la Basse et la Haute
Egypte, by V. Denon.
By McGraw-Hill Book Company.
Mechanical and Electrical Cost Data, by
Gilette and Dana.
By Noel Olgivie, M. E. I. C.
Publication Number One of the Geodetic Survey
of Canada, Precise Levelling.
By Lawrence Burpee, Secretary International Joint
Commission.
The Application of the St. Lawrence River Power
Company.
Interim Order and Opinion, and Opinion,
by Mr. Powell.
The works which have been purchased are :
Proceedings of the Twenty-ninth Convention,
National Association of Railway Commissioners held
at Washington, October, 1917.
The Engineering Index Annual, 1917.
The following additions were made in exchange of
transactions:
" Chimie & Industrie," Paris, France.
" Le Genie Civil," Paris, France.
" La Houille Blanche," Lyon, France.
During the year the Committee undertook the pre-
paration of an Engineering Index for the Library, and
after consulting with the Librarian of the American
Society of Civil Engineers in New York, the Librarian
of the United Engineering Societies of New York, the
index used by the American Railway Engineering Associa-
tion, and others, decided to adopt a system quite similar
in character to that used in the American Society Library,
in New York.
In reaching this conclusion the Committee was guided
by two primary considerations :
First, the application of a system which had been well
developed after an intensive study in connection with
conditions which were not dissimilar to our problem;
66
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
Second, the convenience which will result from a
membership of so many engineers in both The Engineering
Institute of Canada and the United Engineering Societies in
the United States; and
Third, the moderate expense which would accompany
the installation of this system in The Engineering Isntitute
of Canadei.
Arrangements were made with the Librarian of McGill
University for assistance to carry out this work, which
was done here, the books being all indexed in accordance
with the system adopted by the Committee.
During the year an arrangement was made for pub-
lishing from month to month, the titles of current en-
gineering papers with name of author, source, and a brief
extract of the more important, which is designed to give
the members of The Institute a survey of all important
articles relating to the profession.
This arrangement, we are glad to say, was made in
co-operation with the United Engineering Societies, and
it is felt it will be extremely helpful to its members.
Respectfully submitted,
H. R. Safford,
Chairman.
Report of Publications Committee
Brown, Ernest, Chairman.
Robertson, J. M. French, R. deL.
Thomson, W. Chase. De Cew, J. A.
The past year has been one of transition in regard to
publications. The publication of volumes of Transactions
has been suspended temporarily by the Council, and
attention focussed upon the monthly Journal, the first
number of which appeared in May last. Some papers
read at Montreal, and accepted for publication in the
Transactions of the Canadian Society of Civil Engineers
before the re-organization of the Society took place, still
await publication in final form. It is expected that the
series of papers on the Quebec Bridge will be issued as a
separate volume of Transactions.
With the return of our membership from overseas'
and the establishment of The Monthly Journal on a paying
basis, the finances of The Institute will enable the publi-
cation of Transactions to be resumed and brought up to
date. Meanwhile, The Journal has been the medium
through which papers have been issued to the membership,
and the Publications Committee has assisted the Secretary
in passing upon papers submitted for publication. The
normal function of the Publications Committee in future
will be to select from the large number of papers
published in The Journal, such papers and discussions
thereon as are worthy of being embodied in permanent
form in the Transactions of The Engineering Institute of
Canada.
E. Brown,
Report of Board of Examiners and Education.
MacKay, H. M., Chairman.
Surveyer, Arthur, Secretary. French, R. de L.
Brown, Ernest. Lea, R. S.
Robertson, J. M. Roberts, A. R.
The Board of Examiners and Education has as usual
examined the educational qualifications of a large number
of candidates for admission, and has transmitted its
findings to Council. The number of candidates presenting
themselves for the semi-annual examinations during the
year was as follows: —
Examined Passed
Theory and Practice of Engineering 4 3
Hydraulic Engineering 1 1
Mechanical Engineering 1 1
Railway Engineering 1 1
Total 7 6
With the approval of Council, examiners will in
future be authorized to set two papers in the professional
subjects embraced in schedule C. One of these is to be a
paper on the underlying principles, the examination in
which is to be conducted under the ordinary rules. For
the second paper the candidate may avail himself of
handbooks or other appropriate data. It is hoped that
the proposed scheme will afford a fairer test of the capacity
of applicants, particularly in the case of those who have
been engaged in practice for some time, and at the same
time make a higher standard of attainment practicable.
The Board is also considering the question of recom-
mending that the examination under Schedule B
(Mechanics, Physics, Strength of Materials, etc.) should
be set for candidates seeking Junior Membership, instead
of reserving the test as a qualification for Associate
Membership. While the necessity of a good grounding in
these fundamentals will be universally admitted, sub-
mission to examination in them becomes, in many cases,
more irksome the longer it is deferred, and it is believed
that a more satisfactory standard could be maintained by
making the change suggested.
Arthur Surveyer, H. M. Mackay,
Secretary. Chairman.
Report of International Electrotechnical Committee
Gill, L. W.
Higman, O.
Lambe, A. B.
Herdt, Dr. L. A.
Murphy, J.
, Chairman.
Barnes, H. T.
Kynoch, J.
Roseburgh, T. R.
Jan. 2nd, 1919.
Chairman.
This Committee begs to report that, due to war
conditions, the work of the Commission during 1918 has
of necessity been very greatly limited. Nevertheless,
the central office in London has succeeded in making
considerable progress with several subjects, more parti-
cularly the question of the Rating of Electrical Machinery.
As previously reported, several conferences on this matter
have been held in London between English, United States,
and Canadian representatives, and it is expected that a
report summarizing their deliberations and recommen-
dations will be issued shortly. In the meantime the
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
67
French Committee has issued a memorandum on Alumin-
ium Tests, in an effort to formulate standards governing
its use in electrical work, and the central office has in
hand among other things the questions of Graphical
Symbols, Nomenclature for Automatic Telephone Appara-
tus, and Specifications for Instrument transformers.
The central office has expressed to the Canadian
Committee its great thanks for the continued financial
support received from Canada, for which your Committee
is in turn much indebted to the Dominion Government.
All of which is respectfully submitted.
A. B. Lambe,
Secretary.
L. A. Herdt,
Chairman.
Report of Roads and Pavements Committee
McLean, W. A., Chairman.
Brereton, W. P. MacPherson, A. J.
Duchastel, J. Mercier, P. E.
Griffith, J. E. Near, W. P.
Henry, G. Powell, G. G.
James, E. A. Rust, C. H.
Macallum, A. F. Doane, F. W. W.
A portion of the work undertaken by the Committee
on its formation consisted in the preparation of specifi-
cations for road building materials. During 1916, speci-
fication for crushed stone, sand and gravel were prepared
and tentative specifications for asphaltic road oils were
presented.
During the past year the attention of the Committee
has been confined to specifications for bituminous
materials. Draft specifications were prepared and pre-
sented to the members of the Committee for criticism or
suggestion. The specifications were revised with con-
sideration for the replies received and are presented here-
with. Those for three grades of asphaltic road oils,
which were previously presented to The Institute, have
been revised and specifications for asphalt binder, pene-
tration method, and for three grades of refined coal tar
have been added.
Light asphaltic road oil can be used where a dust
preventative of more lasting character than the non-
asphaltic road oils is desired. It can be applied without
heating, in small quantities, and the application repeated
if necessary. Medium asphaltic road oil is a heavier
rade. It not only acts as a dust palliative but also as a
surface preservative. Owing to the heavier body it is
more lasting in effect and is adopted for use where the
traffic on a macadam road causes a rapid destruction of the
binding material. Under favourable circumstances it
may be applied cold, but better results are invariably
obtained from a hot application. Heavy asphaltic road
)il has been extensively used for carpet coats or bituminous
lats. Where material of this grade is used it has been
found best to apply it in very small quantities with a view
to obtaining a penetration of the surface of the macadam
and a thin, tough coating of the stone, rather than to
securing a thick layer which has a tendency to roll and
wave under traffic. Asphalt binder in general, is used
where a bituminous surface penetrated to a depth of from
two to four inches is desired. While the asphaltic oils
can be used on old macadam surfaces, the binder is used
where a new surface is constructed. It is applied hot,
and under pressure from a tank wagon.
The refined coal tars are used for the same purposes
as the asphaltic oils. Light refined coal tar is for cold
surface treatment. It acts as a dust preventative and
when carefully applied penetrates the surface to some
depth. As with the light asphaltic road oil, it is a more
or less temporary treatment and the application should be
repeated annually or more frequently as occasion may
demand. Heavy refined coal tar, if applied in large
quantities forms a bituminous mat, which is not desirable
where mixed motor and horse-drawn traffic is to be served.
If sparingly applied, however, it forms a thin surface
dressing which is more lasting in character than the
lighter grades of tar or oil. Refined coal tar binder is in
general for use in the construction of bituminous surfaces
by the penetration method.
The tentative specifications for asphaltic road oils
presented to The Institute and published in the Annual
Report for 1916, have been used by a number of municipal
engineers throughout the Dominion. When commencing
work the Committee felt the need for such specifications
and while these were presented in the nature of a progress
report the extent to which they have been used strongly
indicates the desire for such specifications on the part of
municipal engineers. It is hoped by the Committee that
the accompanying specifications will more completely fill
this need and that they will be of assistance to engineers
throughout the Dominion who are engaged in road and
pavement construction. The specifications are presented
herewith as an appendix to this report.
W. A. McLean,
Chairman.
Appendix
Light Asphaltic Road Oil.
Light oil shall have the following characteristics:—
1. It shall have a specific gravity at 25°C. (77°F.)
of not less than 0.92.
2. It shall have an open flash point of not less than
55°C. (130°F.)
3. It shall have a specific viscosity at 25°C. (77°F.)
of not more than 70:
4. When fifty grams of the oil are heated in an open
vessel at a temperature between 250°C. (480°F.) and
260°C. (500°F.) until the residue has a penetration (100
grams, 5 seconds, 25°C.) of 100° the said residue shall
amount to not less than 50 percent nor more than 60
percent by weight of the original oil.
5. Fifty grams of the oil when maintained for five
hours at a temperature of 163°C. (325°F) in an open vessel
5.5 millimetres in diameter and 3.5 millimetres deep shall
lose not less than 10 percent nor more than 25 percent by
weight.
6. It shall be soluble in chemically pure carbon
disulphide at room temperature to the extent of not less
than 99 percent by weight.
7. It shall contain not less than 6 percent by weight
of material insoluble in 76° Baume paraffine petroleum
naphtha at room temperature.
68
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
8. It shall show not less than 4 percent nor more
than 8 percent by weight of fixed carbon on ignition.
Medium Asphaltic Road Oil.
Medium oil shall have the following characteristics:
1. It shall have a specific gravity at 25°C. (77°F.) of
not less than 0.94.
2. It shall have an open flash point of not less than
70°C. (158°F.)
3. It shall have a specific viscosity at 65°C. (150°F.)
of not more than 50.
4. When fifty grams of the oil are heated in an open
vessel at a temperature between 250°C. (480°F.) and
260°C. (500°F.) until the residue has a penetration (100
grams, 5 seconds, 25°C.) of 100° the said residue shall
amount to not less than 60 percent nor more than 70
percent by weight of the original oil.
5. Fifty grams of the oil when heated for five hours
at a temperature of 163°C. (325°F.) in an open vessel
5.5 millimetres in diameter and 3.5 millimetres deep shall
not lose less than 8 percent nor more than 20 percent by
weight.
6. It shall be soluble in chemically pure carbon
disulphide at room temperature to the extent of not less
than 99 percent by weight.
7. It shall contain not less than 10 percent nor more
than 17 percent by weight of material insoluble in 76°
Baume paraffine petroleum naphtha at room temperature.
8. It shall show not less than 7 percent nor more than
12 percent by weight of fixed carbon on ignition.
Heavy Asphaltic lioad Oil.
Heavy oil shall have the following characteristics: — . .
1. It shall have a specific gravity at 25°C. (77°F.)
of not less than 0.96.
2. It shall have an open flash point of not less than
160°C. (320°F.).
3. It shall have a specific viscosity at 100°C.
(212°F.) of not more than 50.
4. When fifty grams of the oil are heated in an open
vessel at a temperature between 250°C. (480°F.) and
260°C. (500°F.) until the residue has a penetration (100
grams, 5 seconds, 25°C.) of 100°, the said residue shall
amount to not less than 80 percent nor more than 90
percent by weight of the original oil.
5. Fifty grams of the oil when heated for five hours
at a temperature of 163°C. (325°F.) in an open vessel
5.5 millimetres in diameter and 3.5 millimetres deep shall
lost not less than 2 percent nor more than 8 percent by
weight.
6. It shall be soluble in chemically pure carbon
disulphide at room temperature to the extent of not less
than 99 percent by weight.
7. It shall contain not less than 12 percent nor more
than 20 percent by weight of material insoluble in 76°
Baume paraffine petroleum naphtha at room tempera-
ture.
8. It shall show not less than 8 percent nor more than
15 percent by weight of fixed carbon on ignition.
Specification for Asphalt Binder.
Penetration Method.
1. It shall be homogeneous and free from water, and
shall not foam when heated to a temperature of 150°C.
(302°F.).
2. It shall have a specific gravity at 25°C. (77°F.) of
not less than 0.98.
3. It shall have an open flash point of not less than
190°C. (375°F.).
4. It shall have a penetration (No. 2 needle, 100
grams, 5 sees., 25°C.) of not less than 130° nor more than
180°.
5. It shall have a ductility at 25°C. (77°F.) of not
less than 75 centimetres.
6. It shall be soluble at room temperature in
chemically pure carbon disulphide to the extent of not
less than 99.5 percent by weight in the case of oil asphalt,
and native asphalts shall show a percentage of the
products of the fields from which they come.
7. Of the material soluble in carbon disulphide not
less than 14 percent nor more than 30 percent by weight
shall be insoluble at room temperature in 76° Baume
paraffine petroleum naphtha distilling between 60°C. and
88°C. (140°F. and 190°F.).
8. It shall show not less than 10 percent nor more
than 18 percent by weight of fixed carbon on ignition.
9. When fifty grams of the material are heated in
a cylindrical vessel 5.5 centimetres in diameter and 3.5
centimetres deep, for 5 hours at a temperature of 163°C.
(325°F.) the loss in weight shall not exceed 5 percent, nor
shall the penetration of the residue (No. 2 needle, 100
grams, 5 sees., 25°C.) be less than 50 percent of the original
penetration.
Specification for Refined and Blended Coal Tar
Cold Application.
1. It shall be homogeneous and free from water.
2. It shall have a specific gravity at 25°C. (77°F.)
of not less than 1.14 nor more than 1.18.
3. It shall have a specific viscosity for 50 cubic
centimetres at 40° C. (104°F.) of not less than 20 nor more
than 30.
4. On distillation the percentages by weight of
distillate at the following temperatures shall be:—
To 170°C. (338°F.)
" 235°C. (455°F.)
" 270°C. (518°F.)
" 300°C. (572°F.)
not more than 5 percent.
" " " 18
" " " 25
" " " 32
(a) The residue from the foregoing distillation shall
have a melting point of not more than 70°C. (158°F.).
(b) The distillate from the foregoing distillation
shall have a specific gravity at 25°C. (77°C.) of not less
than 1.01.
5. It shall be insoluble in chemically pure carbon
disulphide at room temperature to the extent of not more
than 15 percent weight.
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
69
Hot Application.
1. It shall be homogeneous and free from water.
2. It shall have a specific gravity at 25°C. (77°F. ) of
not less than 1.20 nor more than 1.27.
3. It shall show a float test at 50°C. (122°F.) of not
less than 65 seconds and not more than 85 seconds.
4. On distillation the percentages by weight of
distillate at the following temperatures shall be :—
To 170°C. (338°F.) not more than 0.0 percent.
" 235°C. (435°F.) " " " 10 . "
" 270°C. (518°F.) " " " 17
" 300°C. (572°F.) " " " 22
(a) The residue from the foregoing distillation shall
have a melting point of not more than 75°C. (167°F.).
(b) The distillate from the foregoing distillation
shall have a specific gravity at 25°C. (77°F.) of not less than
1.03.
5. It shall be insoluble in chemically pure carbon
disulphide at room temperature to the extent of not more
than 20 percent.
Binder.
Penetration Method.
1. It shall be homogeneous and free from water.
2. It shall have a specific gravity at 25°C. (77°F.)
of not less than 1.20.
3. It shall have a melting point of not less than
28°C. (83°F.) nor more than 35°C. (95°F.).
4. On distillation the percentages by weight of
distillate at the following temperatures shall be-
To 170°C. (338°F.) not more than percent.
" 235°C. (455°F.) ' 3
" 270°C. (518°F.) " " "11
" 300°C. (572°F.) 15
(a) The residue from the foregoing distillation shall
have a melting point of not more than 75°C. (167°F.).
(b) The distillate from the foregoing distillation
shall have a specific gravity of 25°C. (77°F.) of not less
than 1.03.
5. It shall be insoluble in chemically pure carbon
disulphide at room temperature to the extent of not more
than 22 percent by weight.
'Instructions for Taking and Shipping Samples
1. Sampling. — Since tests, on a small sample of
material, reveal the properties of the material in the sample
only, it is necessary that the samples be procured in such
a manner that they are representative of the whole ship-
ment. Samples containing material taken from the top
or bottom only of a tank car or drum, must be avoided.
2. Size of Samples. — In order that sufficient material
may be received at the laboratory for all the tests to be
made it is necessary that all samples contain at least one
imperial pint.
3. Containers. — Vessels containing samples should
be absolutely clean. Those which have been used to
hold oils or greases should not be used. Glass jars should
not be used except when there is nothing else available,
an they should then be tightly packed with sawdust in
stout wooden boxes. Samples which have become
contaminated with packing material can not be tested.
For fluid and viscous materials new oil tins with screw
caps are suitable and for semi-solid and solid materials
new paint tins with tightly fitting pry covers should be
used. All containers should be packed in wooden boxes
for shipment.
4. Identification. — All samples should bear proper
identification tags containing the following information:
1. Date that sample was taken.
2. Name of person, corporation, or municipality
sending sample.
3. Class of work for which material is to be used.
4. A copy of the specification under which the
sample has been submitted.
5. Quantity of material represented by sample.
6. Number of tank or car from which the sample
was taken.
7. If the shipment is being held pending the
results of the tests.
8. The name of the manufacturer.
Report of Finance Committee
Supplementing the Annual Statement of the Audi-
tors, the Finance Committee submits a table showing
receipts and expenditures for the last ten years, upon which
the following comments are pertinent: —
1st. — Arrears Collected: There is a large falling off
in the arrears collected, due to the fact, that in the three
previous years the cream has been extracted.
2nd. — Current Fees Collected: This item now shows
that the current fees collected are qual to those of the
pre-war period, in spite of the fact that so many members
are at the front.
3rd. — Entrance Fees: These have again increased in a
satisfactory way.
4th Salaries and Wages: These have increased,
due to expansion of the activities of The Institute.
5th. — Branch Societies: There is a large decrease in
the amount paid to Branches, under the new by-laws.
6th. — Journal Expenses: In Item No. 7, " Miscel-
laneous Receipts," is included revenue from advertisements
in The Journal, and List of Members, amounting to $6,008.
To offset this in item No. 10, " Printing and Stationery,"
the cost of The Journal is included at $6,032.
7th. — General Results: General results indicate a
live Institute rapidly expanding, and going through its
most serious period as regards expenses, with the new
Journal established, a new staff in control, and with 960
members at the front who pay no fees.
R. A. Ross,
Chairman of Finance Committee.
Montreal, January 27th, 1919.
70
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72
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
RECEIPTS AND EXPENDITURES— THE ENGINEERING INSTITUTE OF CANADA
Receipts.
1909 1910 1911 1912 1913 1914 1915 1916 1917 1918
(1) Arrears Collected $2,023 $4,031 2,092 $2,887 $1,994 $3,298 $6,733 $6,512 $6,215 $3,243
(2) Current Fees 7,963 9,491 11,893 13,897 15,037 15,616 12,438 13,176 15,359 15,538
(3) Advance Fees 376 134 288 158 186 270 139 153 220 165
(4) Entrance Fees 2,190 2,124 2,779 4,077 4,169 2,895 2,233 2,485 3,235 3,047
(5) TOTAL $12,552 $15,780 $17,052 $21,019 $21,386 $22,079 $21,543 $22,326 $25,029 $21,993
(6) Interest Received 211 252 187 1,393 894 315- 450 429 556 516
(7) Miscellaneous Receipts . . 188 79 174 341 225 172 87 972 113 6,050
(8) TOTAL $12,951 $16,111 $17,413 $22,753 $22,505 $22,566 $22,080 $23,727 $25,698 $28,559
Expenditures.
(9) Interest Paid $854 $1,695 $1,201 $1,200 $1,200 $1,200 $1,267
(10) Printing and Stationery. . $4,092 $6,268 $3,757 6,865 6,416 10,551 5,970 6,691 6,807 12,480
(11) Salaries and Wages 4,042 3,845 4,714 5,195 4,906 5,652 4,909 5,180 7,873 8,519
(12) Taxes and Water 244 244 247 848 1,466 1,448 1,280 1,300 1,025 1,406
(13) General Expense 2,760 2,670 4,198 4,307 5,257 4,812 4,151 3,260 4,612 5,265
(14) Branch Societies 374 648 1,118 2,810 2,121 2,296 2,266 2,454 3,693 1,707
(15) TOTAL $12,322 $13,675 $14,034 $20,879 $21,861 $25,960 $19,776 $20,085 $25,210 $30,644
(16) Excess Receipts 629 2,436 3,378 1,874 646 2,304 3,642 488
(17) Excess Expenditures 3,394 2,085
Reports of Branches
Calgary Branch
During the year 1918 there have been held three
general meetings and ten Executive Committee Meetings.
The following were the speakers at the general
meeting: —
January 30th, A. Ingraham, M.A., Soc. M. E.
" Flour Mill Engineering."
March 18th, Mr. Pearce, M.E.I.C. and Mr. Peters,
" General Matters."
May 8th, Lewis Stockett, M.E.I.C, "Coal."
May 29th, Mr. G. F. Porter, M.E.I.C, " The
Quebec Bridge."
Lecture, illustrated by lantern slides, given in the
Public Library Auditorium to which the public were
invited, the hall proving much too small to hold the
number who wished to attend.
The most important meeting of the year to the
Western Branches was the Second Professional Meeting
of The Institute held at the Saskatchewan University at
Saskatoon, August 8, 9 and 10, 1918.
This was attended by about 65 members and was a
great success both from the standpoint of the success of
the meetings from a professional point of view and from
the quality of the entertainment provided.
During the year the new membership joining the
Branch is as follows: — ■
And applications received and recommended by Committee
on Applications as follows: —
Associate Member . . .
Associates of Branch .
A total of thirteen new members.
Transfers have been made as follows:
From Associate Member to Member 1
From Student to Associate Member 1
Old members joining or rejoining the Branchy-
Members 2
Associate Member 1
The present membership of the Branch Totals 72,
divided as follows: —
Members 20
Associate Members 34
Junior Members 5
Affiliates 1
Affiliates of the Branch 12
Members
Associate Members . .
Associates of Branch
72
With 3 Associate Members and 1 Associate of Branch to
be voted upon to-day makes a total membership at
present of 76.
This includes 17 members with the Allied Armies.
As you are all aware, good progress has been made in
the matter of proposed Legislation and Committees from
the Calgary and Edmonton Branches are preparing to
submit an Act to the coming session of the Alberta Legis-
lature.
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
73
Financial Statement for the Year Ending, November 30, 1917.
Receipts
Balance in Bank, December 1, 1917 $426.31
Fees from Members 21 . 75
Rebates from parent Institute 135.80
Interest/on Bank Account 5 . 14
Interest on Victory Bond ($300) 16 50
$605 . 50
Expenditure
Stationery, Printing and General Expense .... $75 . 09
Books and Magazines 6 . 35
Balance payment on ($300) Victory Bond .... 267 . 33
Miscellaneous 56 10
Balance in Bank, November 30, 1918 200.63
Montreal Branch
$605.50
To the Members of Council,
The Engineering Institute of Canada,
176 Mansfield Street,
Montreal.
Gentlemen: —
We have the honour to present herewith the first
annual report of the Montreal Branch of The Engineering
Institute of Canada.
On January 23rd, 1918, a petition was presented to
Council asking for the formation of a Montreal Branch of
the Canadian Society of Civil Engineers. This appli-
cation was as follows : —
' To the President and Members of the Council of
the Canadian Society of Civil Engineers.
We, the undersigned Corporate Members of ihe
Canadian Society of Civil Engineers, resident within
twenty-five miles of headquarters, respectfully re-
quest that the Council may grant permission to
establish " The Montreal Branch of the Canadian
Society of Civil Engineers."
Montreal, January 23rd, 1918."
(Signed) :
R. M. Hannaford.
R. S. Lea.
Frederick B. Brown.
J. A. Burnett.
Geo. K. McDougall.
Onisphore H. Cote.
A. W. K. Massey.
A. J. Matheson.
Alex. Bertram.
Ls. G.'Papineau.
J. A. Duchastel.
W. Chase Thomson.
H. P. Borden.
M. Brodie Atkinson.
R. deL. French.
H. G. Hunter.
To the Members of Council E. I. C.
At a meeting of Council held on the same day this
application was presented and permission by Council was
granted for the formation of the Branch, and residents
of District No. 1 were authorized to proceed with arrange-
ments for organizing into a Montreal Branch.
On February 7th, 1918, the signers of the original
petition of January 23rd sent out a circular to all members
resident in District No. 1, calling a meeting for the 14th of
February to discuss details in connection with the form-
ation of the Branch.
On February 14th a largely attended meeting took
place at the headquarters of the Society, 176 Mansfield
Street. A committee was named for the purpose of
nominating candidates to fill the executive offices of the
new Branch and the election by letter ballot was arranged
to be declared on March 14th. The Executive of the
Branch was discussed and it was decided to have it com-
posed of a Chairman, a Vice-Chairman, a Secretary-
Treasurer, these to be elected for one year, and six
Committee men, the three receiving the greatest number
of votes to serve for two years and the three others for one
year, thereafter the Committee men to be elected for two
years, three at each election.
A Nominating Committee was selected composed
of R. M. Hannaford, Frederick B. Brown, L. G.
Papineau, J. A. Duchastel, W. Chase Thomson, M. Brodie
Atkinson and H. G. Hunter, and, according to the
instructions they received by resolution of the meeting,
they were to nominate at least two candidates for each
executive office and to add other candidates to the list of
nominees provided they had received the certified support
of five Corporate Members of the Society.
The Nominating Committee proceeded to carry out
their work and on March 14th the following gentlemen
were elected to office:—
Chairman Walter J. Francis.
Vice Chairman Arthur Surveyer.
Secretary-Treasurer Frederick B. Brown.
Members of the Executive Committe.
F. P. Shearwood, W. Chase Thomson, H. G.
Hunter, for two years; and L. G. Papineau, O. O. Lefebvre,
K. B. Thornton, for one year.
The first meeting of the newly elected Executive took
place at the rooms of the Society on March 21st, 1918,
and the organization of the Branch was commenced.
A Committee consisting of Messrs. Francis, Safford,
Ernest Brown, Surveyer, Lefebvre (< and Hunter was
constituted the Committee on Branch By-Laws to draw
up suitable by-laws, working in co-operation with the
general By-laws Committee of the Society, namely,
Messrs. Francis, Safford and Ernest Brown.
A Papers and Meetings Committee was appointed
consisting of R. M. Hannaford, Chairman, together
with the Chairmen and Vice-Chairmen of such sections
of the Branch as may hereafter be formed. Four sug-
gested Sections of the Branch were named as follows:—
Civil .
J. A. Duchastel, Chairman.
H. M. Lamb,.. .Vice-Chairman.
Mechanical. . . J. A. Burnett,... Chairman.
J. T. Farmer,... Vice-Chairman.
Electrical J. A. Shaw, Chairman.
A. Frigon, Vice-Chairman.
Industrial or
Manufacturing.S. F. Rutherford.. Chairman.
H. G. Hunter. ...Vice-Chairman.
74
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
Following this meeting the work of organization was
continued and the four Sections of the Branch were duly
constituted under the leadership of the members of the
Papers and Meetings Committee already outlined.
The programme for the balance of the spring season of
1918 being already arranged under the auspices of the
Society as a whole, it was decided to continue these as
found best from to time until the close of the spring pro-
gramme, and this arrangement was accordingly carried out.
On May 29th, the Executive of the Branch had the
honour of holding the first meeting under the official new
name of the Society, the signature of the Governor-General
having just been attached to the papers authorizing the
change of name to The Engineering Institute of Canada.
During the summer considerable progress was made
in the drafting of by-laws, discussions on legislation, and
suggested formation of a Provincial Division in Quebec.
This work was carried on by members of the Committee,
and regular meetings of the Committee were resumed early
in September. The programme for the fall session was
drawn up, and it was decided to hold a discussion on
legislation at the first regular meeting of the Branch
during the autumn season, commencing on October 10th.
The epidemic of influenza, which was at that time com-
mencing to be very severe, caused the Board of Health to
issue an order prohibiting all public gatherings in Montreal.
This necessitated the postponement of the discussion on
legislation until November 28th.
On November 28th the Branch met and commenced
the discussion on legislation, about seventy-five members
being present. The discussion proved so interesting that
it was decided to continue the discussion on legislation,
and further meetings were held on December 12th and
December 19th. At the meeting on December 19th,
following a great deal of discussion, two resolutions were
passed by the Branch, one asking Council to appoint a
committee to consider the question of legislation through-
out Canada, and the other instructing the officers of the
Branch to co-operate with the officers of the Quebec
Branch in obtaining information regarding legislation
from members resident in the Province of Quebec. The
text of the two resolutions is as follows:—
Moved by Mr. Tye, Seconded by Mr. Duggan,
and carried, that
Whereas it seems advisable that legislation
should be sought defining the status of engineers
throughout Canada, And
Whereas the widespread activities of the
Engineering profession, the great difference in the
interests and occupations of the individuals, the neces-
sity of getting satisfactory legislation in the different
Provinces, the unsatisfactory result of such legislation
as has already been obtained and the dangers and
difficulties certain to be encountered by The Institute
as a whole during the time period of passing of
Canadian engineering from an open to a closed or a
partially closed profession, make it inadvisable and
inexpedient to ask for any further legislation in any
Province until the whole question has been thoroughly
studied, reported upon and submitted in concrete
form to the full corporate membership of The Institute.
Be It Resolved:
That the Executive of the Montreal Branch be
instructed to ask the Council to arrange for the
appointment of a Committee representing all pro-
vinces and all branches of the profession to inquire
into, study and report upon the whole question of
legislation, including a report upon the best method
of getting such legislation as will insure a satisfactory
and uniform status of engineers throughout Canada,
also to draw up such sample legislation as it may
deem necessary and advisable in order that the
members of The Institute in the different provinces
may seek legislation on some uniform basis.
That before the final adoption of any proposed
act it shall be the duty of the Committee to co-operate
as far as possible with similar incorporated technical
bodies with a view to harmonizing clauses which
might contain points of contention.
That the Secretary of the Montreal Branch be
instructed to forward a copy of this Resolution to
the Secretary of The Institute and to the Secretaries
of the Provincial Divisions and the Branches, and to
request the Executive of the Provincial Divisions and
the Branches to assist the Council in securing the
appointment of a strong and representative com-
mittee."
Proposed by Mr. Surveyer, seconded by Mr.
Brown, and carried,
That the Executive of the Montreal Branch
take immediate steps to obtain, in co-operation with
the Quebec Branch, and by letter ballot, the views of
the members of The Institute, residing in the Pro-
vince of Quebec, on the question of licensing engineers.
And that the following questions for this letter
ballot be suggested to the Executives of the Montreal
and Quebec Branches for their consideration :
Question 1. — Are you in favour of a closed cor-
poration for engineers having responsible charge of
engineering works ?
Question 2. — If so, do you favour legislation
embracing all engineering works, or only public
works ?
Question 3. — In the event of the majority of
the members of The Institute residing in Quebec,
declaring in favour of a closed corporation, what are
your opinions on the following questions ?
(a) Do you consider that the only method of
entrance into the engineering profession should be
through the engineering colleges ?
(b) If not, do you think that candidates who do
not follow college engineering courses should be
obliged to pass an examination for admission to study
somewhat along the lines of the matriculation exam-
ination required for university entrance ?
(c) Do you think that candidates should be
required to pass an examination for admission to
practise, similar to the examinations required by the
Bar and Medical Associations ?
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
75
(d) Should candidates be obliged to serve a
period of apprenticeship or employment under an
engineer, before being allowed to take the final
examinations for admission to practise ? (The word
practise is understood to mean taking responsible
charge of engineering works).
(e) If in favour of examination, do you consider
that these should be held by the corporation only or
by a joint board of the members of the corporation
and representatives of the McGill and Laval faculties
of applied science ?
(f) Do you consider that graduates of engineering
schools should be exempted from any or all the
examinations ?
(g) If so, from what examinations should they
be exempted ?
(h) Do you think that graduates of engineering
schools should be required to prove that they have
had experience under some engineer before being
admitted to take charge of engineering work ?
And that the results of this letter ballot be
passed on to the committee appointed under Mr.
Tye's motion for their information irrespective of any
action the members of The Institute in Quebec may
wish to take."
The whole subject of legislation is apparently very
much alive throughout The Institute and the Montreal
Branch is taking a keen interest in it.
A programme for the winter and spring season of 1919
has been drawn up by the Branch in accordance with the
attached printed list.
Branch Officers, 1918-1919: Walter J. Francis, Chair-
man; Arthur Surveyer, Vice-Chairman; Frederick B.
Brown, Secretary-Treasurer.
Executive Committee: F. P. Shearwood, H. G.
Hunter, O. O. Lefebvre, W. Chase Thomson, L. G.
Papineau and K. B. Thornton.
Papers and Meetings Committee: R. M. Hannaford,
Chairman.
S. F. Rutherford, H. G. Hunter, Industrial Section;
J. A. Shaw, A. Frigon, Electrical Section; J. T. Farmer,
J. A. Burnett, Mechanical Section; J. Duchastel, H. M.
Lamb, Civil Section.
Programme of Meetings, January to April, 1919.
Always at 8.15 p.m. sharp.
Always on Thursday evening, with the exception
of February 13th, which is the date of the Annual-Pro-
fessional Meeting in Ottawa.
Jan. 9 — Fire Prevention. Inspection as a Means of
Fire Prevention, by George H. Greenfield. Chairman — ■
Mr. Francis.
Jan. 16 — Design and Construction of Reinforced
Concrete Viaducts at Mileages 0.9 and 1.8, North Toronto
Sub-division, Canadian Pacific Railway, by B. O. Eriksen,
A.M.E.I.C, and S. H. Deubelbeiss, A.M.E.I.C. Some
Problems of National Reconstruction, by. W. F. Chipman,
K.C. Chairman — Mr. Surveyer.
Jan. 23 — Coaling Plant for Locomotives, by J. A.
Burnett, A.M.E.I.C. Industrial Illumination, by George
K. McDougall, A.M.E.I.C. Chairman— Mr. Hannaford.
Jan. 30 — Modern Boiler Practice, by F. A. Combe,
A.M.E.I.C. Coal is King (A motion picture), by R. E.
Cleaton Company. Chairman — Mr. Rutherford.
Feb. 6 — Some Problems in Ocean Transportation, by
A. W. Robinson, M.E.I.C. Manufacture of Nitro-Benzol
and Aniline Oils, by G. J. Caron, J.E.I.C. Chairman
— Mr. Fanner.
Feb. 20 — Construction of Canadian Northern Railway
Tunnel, Montreal, by J. L. Busfield, A.M.E.I.C. Chair-
man —Mr. Duchastel.
Feb. 27 — The Effect of Ice on Hydro-Electric Plants,
by R. M. Wilson, M.E.I.C. Chairman^Mr. Francis.
March 6 —Air Drills, by N. M. Campbell, A.M.E.I.C.
The Halifax Explosion from a Chemist's and Physicist's
Viewpoint, by Dr. Howard Bronson, F. R. S. C. Burroughs
Adding Machines (A motion picture), by Burroughs
Adding Machine Company. Chairman — Mr. Hunter.
March 13 -Electrical Welding, by C. V. Holslag.
Patents and Engineering, by Hanbury A Budden,
A.E.I.C. Chairman — Mr. Shaw.
March 20— Ball Bearing Jacks, by W. H. C. Mussen,
A.E.I.C. Peat, by Ernest V. Moore, A.M.E.I.C. Chair-
man -Mr. Rutherford.
March 27 — Some Notes on the Design and Construc-
tion of Reinforced Concrete Covered Reservoirs, by R.
deL. French, M.E.I.C. Chairman — Mr. Surveyer.
April 3— The Operation of Railways as an Engineering
Problem, by V. I. Smart, M.E.I.C. Chairman— Mr.
Frigon.
April 10 Waterproof Paper Productions and their
Industrial Possibilities, by J. A. DeCew, A.M.E.I.C.
Chairman — Mr. Lamb.
April 17 — Quebec Bridge, by Phelps Johnson,
M.E.I.C, G. H. Duggan, M.E.I.C, George F. Porter,
M.E.I.C. Chairman Mr. Francis.
April 24 — Continuation of Paper of April 17th.
( 'hairman — Mr. Francis.
The meetings so far held have been very successful
and much appreciated by those present.
The Executive Committee of the Montreal Branch
feels that a great advance has been made by forming the
members resident within twenty-five miles of Head-
quarters into a separate entity having a Branch standing.
In this connection, however, it is felt that certain amend-
ments to the By-laws of The Institute are desirable in order
to improve certain of the operating conditions of the
Montreal Branch and to place the Branch on a footing
corresponding to that of the other Branches. At the
present time the Montreal Branch members pay much
larger fees to The Institute than any of the other members
of The Institute, but the regulations make no provisions
for financing the Branch. Being without the funds
derived from rebates which constitute the principal revenue
of the other Branches, it has been necessary to accept
favours of the private members, or to appeal to Head-
quarters for assistance that does not appear to be provided
for in the By-laws of The Institute. Up to the present the
Council of The Institute has kindly undertaken to pay the
76
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
principal expenses of the Branch, but the Executive
Committee of the Branch feels that the Branch should be
placed in a position to finance its own expenditures and to
make provision for its programme and activities. The
Secretary of The Institute has also rendered valuable and
much appreciated services to the Branch, but the Executive
considers that it has no right to thus impose on the Head-
quarters staff.
The whole question is one of some difficulty and
committees are now working in order to prepare amend-
ments to the existing By-laws of The Institute, which
amendments it is proposed to present at the next annual
meeting in order to produce the desired result.
The whole respectfully submitted on behalf of the
Montreal Branch.
Walter J. Francis,
Chairman.
Frederick B. Brown,
Secretary-Treasurer.
Quebec Branch
Quebec, January 12th, 1919.
To the President and Council and Members,
of the Engineering Institute of Canada.
Gentlemen: —
On behalf of the Quebec Branch of The Engineering
Institute of Canada, we herewith submit our Annual Report
for the year 1918.
At the Annual Meeting of the Branch held on the
fourteenth of December last, the following officers were
elected by ballot for the ensuing year : A. R. Decary,
Chairman; J. A. Buteau, Secretary-Treasurer; F. T. Cole,
J. E. Gibault, W. Lefebvre, members of Committee.
At this meeting the Secretary-Treasurer's report
for the Branch year was read and approved.
The Branch had only five meetings which were fairly
well attended. There were no lectures during the season.
During the last Provincial Session, our Legislation
Committee took great pains in watching all bills pre-
sented to the Legislative Assembly for sanction, so that
there would be no infringement on our rights, and have
succeeded, together with the influence brought by some
of our prominent members, in blocking and having
amended certain bills, which formerly had clauses detri-
mental to the Institute by-laws and regulations.
One of the most important subjects at the meetings
was the discussion on ways and means of obtaining
Provincial Legislation with clear and well defined charters.
Resolution to that effect was sent to the central com-
mittee and all the other Branches of The Institute for
action.
The Branch takes this opportunity of drawing the
attention of the central Council to the resolution for-
warded to them on the seventh of December last, to the
effect that our profession was not having proper repre-
sentation on various Commissions which have been
established to undertake work or problems connected with
engineering, earnestly requests that the Executive
Council will take immediate action and bring its influence
to bear on the Government or Commissions, for the exclu-
sive appointment of corporate members of The En-
gineering Institute, or graduates from recognized engineer-
ing universities to fill all engineering positions, thus
protecting the public and raising the standing of The
Institute and the profession.
The financial standing of the Branch is satisfactory,
the report showing a balance in bank of $613.93 dollars.
The kindness of the Mayor of Quebec in providing
the Branch with free quarters in the City Hall, has largely
contributed to this satisfactory financial standing.
The membership of the Branch is as follows: —
Members 18
Associate Members 55
Juniors 17
Students 14
Branch Associate 1
Respectfully submitted,
A. E. Doucet,
Chairman.
W. Lefebvre,
Secretary.
Hamilton Branch
In response to a request from a number of engineers in
Hamilton, Fraser S. Keith, Secretary of The
Engineering Institute of Canada, came to the city on June
14th, 1918, to discuss the question of forming a Branch.
Over forty engineers attended the meeting to meet Mr.
Keith, and after a discussion it was decided to start a
Branch of The Engineering Institute ofCanadain Hamilton.
The necessary application was signed and sent in to
Council. The meeting adjourned to an informal dinner.
On July 26th a meeting was held at which Nominating,
By-Laws, and Membership Committees were appointed.
According to their instructions the Nominating Committee
sent out a letter ballot by which the following executive
were elected: E. R. Gray, Chairman; H. B. Dwight,
Secretary-Treasurer; E. H. Darling and J. A. McFarlane.
The first regular meeting of the Branch was held in
the Royal Connaught Hotel on Sept. 21st, 1918,
P. M. Lincoln, Past-President of the American Institute
of Electrical Engineers, gave a comprehensive and enjoy-
able lecture on " The Development of Electric Power
Transmission." This was followed by a good discussion
of the subject by the engineers present.
On Sept. 30th, a meeting was held in the Royal Con-
naught Hotel. E. R. Gray, the Chairman of the
Branch, gave an address on the duties and opportunities
of engineers in connection with their professional organi-
zation. A set of by-laws for the Branch was then pre-
sented by the By-laws Committee, and was amended in
some particulars and then forwarded to the Council of The
Engineering Institute of Canada.
Further meetings for the autumn of 1918 were pre-
vented by the influenza epidemic, although complete
arrangements had been made for a joint meeting to be held
in Hamilton with the Toronto Section of the American
Institute of Electrical Engineers, to be addressed by
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
77
G. E. Stoltz of Pittsburgh, on "Steel Mill Electrifi-
cation." Another lecture which had to be postponed, was
the illustrated lecture by Geo. F. Porter on " The
Quebec Bridge," which has been given with much success
before several other branches.
A meeting of the Branch was held on Jan. 17th, 1919,
to discuss the subject of legislation. A Legislation Com-
mittee of five members was appointed and it was decided
to continue the discussion at a future meeting.
It is planned to hold several meetings this winter, one
to be addressed by E. L. Cousins, chief engineer of
the Toronto Harbor Commission, on " Harbor Improve-
ments," and one to be addressed by Dr. F. B. Jewett,
chief engineer of the Western Electric Co., on "Research."
Since the Hamilton Branch was organized, at least
twelve applications have been sent in for corporate
membership, and fifteen affiliates have joined the Branch.
A financial statement is attached.
H. B. D WIGHT,
Secretary-Treasu rer .
1918
Receipts.
Aug. 23
Advance Rebate from The
Engineering Institute of
Canada
$50.00
Oct. 10
Fees from Affiliates
9.00
17
tt it tt
9.00
Nov. 5
a tt tt
9.00
21
tt tt tt
15.00
26
tt tt tt
3.00
1919
Jan. 14
Rebate from The Engineer-
ing Institute of Canada
for 1918
29.40
Total
1918
Sept.
30
44
30
Oct.
9
"
9
"
9
"
9
Nov.
14
* 4
14
a
14
Dec.
17
"
17
191£
>
Jan.
3
* 4
14
t t
14
$124.40
Expenses.
Postage 1 . 44
Typewriting Letter Ballot.. 3 . 70
Paper and Envelopes 3 . 50
Philip Davis Printing Co . . 2 . 50
Connaught Hotel Co 10 . 00
Post Cards 3 . 15
Moore Printery 5 . 10
Flowers for Funeral of
M. A. Kemp 5.00
PostCards 2.80
The Moore Printery 2 . 50
PostCards 3.00
Expenses of Geo. F. Porter 3 . 45
Total 46.14
Balance in Bank 78 . 26
$124.40
Victoria Branch
To the President and Council, Montreal: —
We have pleasure in submitting the following annual
report of this Branch for the year 1918: — ■
One of the main characteristics of the past year has
been the demand for the services of engineers, which has
prevented as good attendances at headquarters as possible,
but the average has been a considerable improvement on
the previous year, and altogether there has been a much
greater interest taken in the affairs of both the Branch and
The Institute; the question of obtaining proper recognition
for the profession is occupying chief place at the present
time.
Our Legislation Committee deserves special thanks
for the time and labour spent in opposing a charter sought
from the Provincial House by a number of men (including
a few members of our Institute) who wished to become
certified engineers by Provincial Legislation. They were,
however, unable to prove their case or substantiate their
claim to legal recognition, and the bill failed to pass through
committee. Our thanks are tendered to the parent
Council for their advice and financial assistance in con-
nection with this matter.
Ten general meetings were held during the year, the
influenza ban preventing all meetings for several weeks
in the fall.
Papers were given by D. O. Lewis on the History and
Development of Railways, and by A. E. Foreman, on
the Dewey Decimal System of Filing; and discussions
were held as follows: —
Two on W. F. Tye's paper Canada's Railway
Problem and its Solution."
One on Dr. Haanel's paper Fuels of Canada.
One on The Sooke Lake Water supply system.
One on Proposed Saskatchewan Legislation.
One on Reclaiming and Developing Land Areas
for Returned Soldiers.
G. F. Porter gave his illustrated lecture on the
Quebec Bridge on June 12th.
Several volumes have been donated by members to
the Branch library the greater part of the library being
loaned by F. C. Gamble, Past President of the Society.
During the year W. K. Gwyer was transferred to the
Okanagan and his place on the executive was filled by the
election of W. Young.
The membership resident within Branch limits at the
close of the year was: —
Members 22
Associate Members 30
Juniors 3
Branch Associates 2
Total 57
The return of those who are overseas is expected to
bring increased numbers and greater activity in the near
future.
78
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
Our Annual Branch meeting was held on December
11th, and the following officers were elected for 1919:
W. Young, Chairman; R. A. Bainbridge, Vice-Chairman ;
E. Davis, Treasurer; J. B. Holdcroft, Secretary; The
above with W. Everall and A. Yarrow, Executive;
D. O. Lewis and R. W. Maclntyre, Past Chairmen, are
ex officio members of the Executive; A. F. Mitchell and
W. M. Stokes, Auditors.
The financial statement for 1918 is attached.
E. G. Marriott,
Secretary.
Respectfully submitted,
R. W. Macintye,
Chairman.
Bala nee Sheet 1st December, 1917,
to 1st December, 19 IS.
Balance in Bank 1st Dec, 1917 $269 . 75
Cash in Hand 18.32
$288.07
Receipts.
Fees due prior to 31st Dec,
1917 $32.00
Fees due for 1918 138.50
Entrance Fees 4 . 00
Rebates from Engineering Ins-
titute, Montreal 1 13 . 40
Sale of Table 25.00
Sale of Keys of Room .75
Interest on War Bond 5 . 50
Stamp on Cheque .02
$319.17
Disbursements.
Rent of Club Room, 1st Dec,
1917, to 30th Nov., 1918. . . $180.00
Telephone 33.40
Telegrams 4 . 07
Postage Stamps, Sec. and Treas. 1 1 . 36
Typewriting 12.91
Stationery 30 . 50
Binding Books 5 . 20
Technical Papers 14 . 32
Quebec Bridge Lecture:
Car hire $ 5.00
Room Hire... 3.00
Advertising. . . 14 . 28
— 22.28
Altering Sign on Room Door . . 1 . 75
Keys 1.75
$317.54
$ 1.63
Excess of Receipts over Disbursements $ 1 . 63
Liquid Assets.
Victory Bond $ 99. 11
Bank Balance 181.61
Cash Balance 8.98
$289.70
The books, vouchers and balance sheet have been
examined and found correct.
E. Davis,
Treasurer.
Clarence Hoard,
F. C. Green,
Auditors.
$289.70
Saskatchewan Branch
The second Annual Report of the Saskatchewan
Branch of The Engineering Institute of Canada, is hereby
respectfully submitted: —
At the outset we would like to mention the fact, that
it is only four years now, that eight members of the
Canadian Society of Civil Engineers gathered in the house
of one of the local members and decided to request the
approval of the Parent Institute for the formation of a
Regina Branch. At present after four years, we have a
membership of ninety-one members, sixteen of whom
are overseas. The membership is composed as follows:
9 Members, 67 Associate Members, 3 Juniors, 5 Students,
1 Associate and 6 Affiliates and means an increase of
twenty-two over last report.
As there are at present seven applications from our
Province in the hands of the Council of the Parent Institute
we are certain to arrive at a membership of one hundred
early during the coming year.
The past year has been one of considerable activity
in the Branch. The dividing of the entire membership
into two groups, one on " Power," the other one on
" Good Roads," with two Main Committees in charge of
proceedings and papers, bore good results and all the
meetings during last winter were taken up by papers
dealing with some of the phases of the two subjects.
Especially the question of " Good Roads " has been
thoroughly discussed and our Committee hopes shortly to
submit a resume in form of a Progress Report.
Then came our First Western Professional Meeting at
Saskatoon under the auspices of our Branch, with its
three days deliberations on technical and professional
matters, and the first " getting together " on the subject of
" legislation," which we hope sincerely will materialize
during this year. Another tangible result of our Western
Meeting is a permanent " Concrete " and " Good Roads
Committee."
We do not want to overlook to mention the visit of
G. F. Porter with his interesting paper on the "Quebec
Bridge."
After the Professional Meeting all our sessions were
devoted nearly exclusively to " legislation," and a fairly
good draft of a proposed Act had been prepared. We
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
79
intended to submit the same at the present session of our
Legislative Assembly here, but decided to withold action
in deference to a request of the parent Council.
Altogether 6 Executive, 10 regular and 6 special
Meetings were held in addition to a considerable number of
Committee Meetings.
The following papers have been read:
R. W. E. Loucks, A.M.E.I.C.— " General Prin-
ciples affecting the Location of Good Roads."
E. W. Murray, A.M.E.I.C. " Construction and
Maintenance of Earth Roads."
H. R. Mackenzie, A.M.E.I.C.—" The Necessity
of Engineering Supervision on Construction and
Maintenance of Earth Roads."
J. D. Peters, Electrical Superintendent, City of
Moose Jaw. — " Load Factor and Diversity Factor
and their Effect on the Cost of Production of Power."
W. T. Thompson, M.E.I.C.— " Notes on Loca-
tion and Construction of Trunk and Feeder Roads
with Special Reference to their Grades and Width
in Relation to Traffic."
A. A. Murphy, A.M.E.I.C.—" Relative Merits
of Various Types of Prime Movers Producing
Electrical Energy."
E. H. Phillips, A.M.E.I.C— "A Consideration
Affecting the Location of Roads with Respect to
Population, Existing Railroads and Road Building
Materials."
C. P. Richards, A.M.E.I.C.—" Legal Inter-
pretation of the Quebec Act."
J. N. deStein, M.E.I.C— " Remarks Regarding
Rural Roads.
The financial situation has been rendered rather
difficult through the new By-Laws of The Institute,
cutting the Branch revenue practically in two. A special
levy had to be made upon our members, which brought our
income of only $132.40 from the parent Institute up to
$359.97, with an expenditure of $340.07. It will be
necessary again to make a special assessment amongst our
Branch Members.
At the Annual Meeting of our Branch held on January
9th, the following were elected officers for the ensuing year:
H. S. Carpenter, Regina, Chairman; C. J. Yorath, Saska-
toon, Vice-Chairman ; J. N. deStein, Sec. -Treasurer;
H. R. Mackenzie, Regina, W. R. Warren, Regina, J. R.
C. Macredie, Moose Jaw, Prof. A. R. Greig, Saskatoon,
H. Mclvor Weir, Saskatoon, Executive Committee;
L. A. Thornton, Regina, G. D. Mackie, Moose Jaw,
ex-officio.
For the Saskatchewan Branch, The Engineering
Institute of Canada,
J.N. deStein,
Sec-Treasurer.
H. S. Carpenter,
Acting Chairman.
St. John Branch
Fraser S. Keith, Secretary of The Engineering
Institute of Canada, addressed a meeting in the Royal
Hotel, on March 17th, last, on the advisability of forming
a local Branch of The Institute. The twelve members
present agreed to this proposal, elected A. Gray,
temporary chairman, and A. R. Crookshank, temporary
secretary, and make formal application to the Council of
The Institute for permission to establish the St. John
Branch of The Engineering Institute of Canada.
The Council authorized this on March 19th, and at a
meeting of the members of The Institute, called by the
temporary chairman, on April 4th, the Branch was estab-
lished, by-laws adopted, officers nominated, and general
plans for the ensuing season made.
On May 7th, the officers for the year were elected and
the by-laws amended. At a meeting of the Executive on
May 13th, A. Gray was appointed Chairman of Member-
ship Committee, with the rest of the Executive as mem-
bers.
J. A. Grant was appointed chairman of Publicity
Committee and was authorized to appoint two Branch
members, outside of the Executive, to act with him.
G. G. Murdoch, was appointed Chairman of the Proceed-
ings Committee, with J. A. Grant and C. C. Kirby
as members of Committee. Lots were drawn by the
three elected Committee men, as called for by the by-laws,
and the lot fell to J. A. Grant to serve the one year
term ; the other two men to serve for two years.
During the year, there was one preliminary and five
regular meetings, held with an average attendance of ten
members and two visitors, one of these was a joint meeting
with the Board of Trade, on Oct. 7th, at which Mr. Gray
read his paper on St. John Harbor.
A general professional meeting was held in Halifax,
Sept. 11, 12 and 13, under the joint auspices of the St.
John and Halifax Branches. Attendance of St. John
Branch members was ten with seven other New Brunswick
visitors. The report of this meeting is contained in the
October number of The Journal.
One trip was made to points of interest, when on
May 18th, eight members and ten visitors visited
Grant & Home's shipyard and saw the " War Fundy "
under process of construction.
The Executive Committee met nine times with an
average attendance of five and transacted a large amount
of business.
The plans for a programme of interesting meetings
last fall were upset and the work disorganized by the
Influenza epidemic with its consequent ban on public
meetings.
Subscriptions were asked for The Institute's overseas
tobacco fund, and $22.00 was forwarded to the General
Secretary on Nov. 1st by the Secretary, as contribu-
tions from twenty-two Branch members.
Considerable corresponding has been carried on during
the year, as is shown by the attached statement. The
financial and membership reports are also attached.
Respectfully submitted,
A. R. Crookshank,
Secretary-treasurer.
80
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
Financial Statement.
1918
Receipts.
Advance on account of 20% rebate of 1918 dues of
Branch members from The Engineering
Institute of Canada $50.00
Tobacco Fund for Members Over-seas 22.00
Affiliates' Fee for Season 1919 4 .00
$76.00
Expenditures.
The Engineering Institute of Canada
Overseas Tobacco Fund $22 . 00
Postage on Notices and Correspondence
and Exchange 11.18
Stationery and Printing 6 . 55
Stenography 10 . 00
One half of Halifax General Professional
Meeting — General Expenses 12.50
Halifax Photo Group 1 .00
Balance in Royal Bank of Canada 12 . 77
$76.00 $76.00
Statement of Membership.
Resi- Non- Over- Total
dent Resident seas
Members 10 2 1 13
Associate Members... 14 3 4 21
Juniors 3 5 8
Students
Branch Affiliate .... 1 - 1
Total 28 5 10 43
Membership in Province, outside of Branch — 52
Total membership in Province 95
Applications pending election:
Associate
Members Members Juniors Affiliates Total
2 1115
Change in Membership during the year 1918.
Decrease — Killed on " Field of Honour." Associate
Member, 1.
Increase Newly New Non-
elected residents residents
Member 1 1 2
Associate Member. . . 1 1 3 5
Junior 1 1
Affiliate 1 1
Totals 3 2 4 9
Net increase for vear 8
t 'orresponde
nee.
Re-
Sent
Membership
ceived
out
Elections
Total I
5
3
-
8
18
13
11
—
31
23
.. 12
5
1
-
6
C. 43
30
4
77
3
1
-
4
86
59
4
149
Non-members . .
Members
Halifax Branch
Other Branches
Headquarters, E.I.C
Letters re forms
Notice of meetings (only) 6 sets, about 50 sent out.
Circulars and notices of meetings, including circulars,
11 sets, about 410 sent out.
Ballots, 4 sets, about 110 sent out.
Total, 570 sent out.
Grand total of pieces of mail matter handled, 719.
Meetings.
General Professional 1
Preliminary to Organization 1
Regular 5
Industrial Trip 1
Total 8
Executive Meetings 9
Total Meetings 17
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
81
Programme of Ottawa Meetings
Arrangements have been completed for the Annual
General Meeting and the General Professional Meeting
at the Chateau Laurier in Ottawa on Tuesday, Wednesday
and Thursday, February 11th, 12th and 13th. The
programme is as follows:
Morning,
10.00 A.M.
Luncheon,
1.00 P.M.
Afternoon,
4.00 P.M.
Evening,
7.30 P.M.
Morning
Luncheon,
1.00 P.M.
Afternoon
2.15 P.M.
Tuesday.
Business Session.
Followed by,
Short Address, by His Excellency the
Governor-General.
Short Address, by C. A. Adams, Presi-
dent, A. I. E. E.
Address — International Affiliation of En-
gineers, by A. D. Flinn, Secretary of the
United Engineering Council.
Business Session.
President's Address (invitations).
Informal Dinner and Smoker.
Wednesday.
Unfinished Business of Annual
Meeting.
Standards in Engineering, by Capt.
R. J. Durley, M.E.I.C, Chief of Division
of Gauges and Standards, Imperial
Ministry of Munitions.
Soldiers' 1 Re-establishment, by Major
Anthes, of the Department of Soldiers'
Civil Re-establishment. .
The Development and Future of
Aviation in Canada, by M. R. Riddell,
Chief Engineer of Canadian Aeroplanes
Ltd.
Followed by,
Short Address, by Dr. Ira Hollis, Dean,
Worcester Polvtechnic, representing
A.S.M.E.
National Highways and Good Roads,
by J. Duchastel, M.E.I.C, Hon. Presi-
dent, Good Roads Association.
Frazil, by R. M. Wilson, M.E.I.C,
Chief Engineer, Montreal Light, Heat &
Power, Ltd.
Mean Sea Level Datum for Canada,
by W. Bell Dawson, M.E.I.C, Supt. of
Tidal Survey, Department of Naval
Service.
The Montreal Tunnel, by J. L. Busfield,
A.M.E.I.C (Illustrated).
Evening
9.00 P.M. Formal Gathering.
Reception by President : Ladies, Music,
Refreshments, Dancing.
Morning
Luncheon,
1.00 P.M.
Afternoon,
4.30 P.M.
Thursday.
Topical Discussion on the Economics
of Railway Electrification, opened by
John Murphy, M.E.I.C, Department of
Railways and Canals, and Railway Com-
mission; followed by discussions by F. H.
Shepard, A.A.I.E.E. New York, Director
of Heavy Traction, Westinghouse Electric
&Mfg. Co. ; and W. G. Gordon, F.A.I.E.E.
Toronto, Transportation Engineer, Can-
adian General Electric Co., Ltd.
Mining and Metallurgy of Cobalt
Silver-Ores, by Lt.-Col. R. W. Leonard,
M.E.I.C, President, Coniagas Mines.
Followed by,
Short Address, by Hon. F. B. Carvell,
Minister of Public Works, to be followed
by a visit to the New Parliament Build-
ings, Ladies.
Motion Pictures.
Luncheon — Tuesday, 11.00 to 1.00 p.m., at Chateau
Laurier.
Complimentary tickets to visiting members.
Informal Dinner and Smoker —
Tickets $2.50, to be obtained on registering.
Luncheon — Wednesday and Thursday, February 12th and
13th, 1.00 p.m., at Chateau Laurier. Tickets $1.00
to be obtained on registering.
Since the last Annual Meeting many changes have
taken place in the organization indicative of progressive
development and the new spirit that has been aroused in
the affairs of the engineering profession. It is already
indicated that this will be one of the most largely attended
Annual Meetings ever held. Members of the Ottawa
Reception Committee, wearing badges, will meet incoming
trains and will furnish information regarding accommoda-
tion and registration. The registration will take place
on the ground floor in the assembly room at the rear of
the rotunda.
82
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
Mean Sea Level As A General Datum for Canada*
By W. Bell Dawson, M.A., D.Sc, M.E.I. C, M.Inst.C.E., F.R.S.C.
In regard to a general datum for levels in Canada,
there can scarcely be a question that the right datum to
adopt is Mean Sea level; since this is used in all civilized
countries as the general plane of reference for levels. There
are some important purposes however, for which other
zero levels are preferred; notably the Low-water datum
for navigation and harbour works. Another plane of
reference that may have some possible claim for con-
sideration, is the level of High water, which some railway
companies and some coast cities have adopted. In some
cases also, this is made the reference level for the height of
mountains. But apart from these, a great number of
independent and discordant datums are in use for reference
on railways or in our different cities, which are indefensible
in the sense that they do not correctly represent any
physical plane of reference.
The object of the present Paper is to outline briefly
the situation in Canada at the present time; as it is now
possible to aim at the use of one general datum, and
gradually to do away with all the undesirable ones. The
Railway Commission views favorably the adoption of a
general datum of this character, wherever it is practicable
to connect with it. The Superintendent of the U. S. Coast
and Geodetic Survey, in a Paper entitled " The use of
Mean Sea level," published in 1917, gives the opinions of
a number of Engineers and others throughout the United
States on the datum to which elevations should be referred.
All are agreed that Mean Sea level should be chosen, and
that it should be adopted without further delay. The
Engineering Institute should therefore discourage the
reprehensible practice of Engineers in beginning almost
every new undertaking with a fresh and independent
datum, without even inquiring what is already in use in
the locality. This practice appears to continue to the
present time.
In explaining the advantages of Mean Sea level as
a datum, we will avoid technicalities; but the way it is
arrived at and its degree of accuracy are matters of
interest from an engineering standpoint.
On all shores of the Ocean there is a tide which rises
and falls twice a day; and the determination of the mean,
or true level of the sea, is necessarily a tidal problem.
When this has to be done from the beginning, there are
several successive steps required ; as a zero level from which
heights are to be measured must be established; and also
a local Bench-mark for reference, to maintain the levels
at a uniform elevation from year to year. The best zero
level to adopt, is a Low- water datum, which can be decided
upon definitely as soon as the first few months of tidal
observations are obtained.
This Low-water datum differs essentially from Mean
Sea level in not representing a constant or absolute eleva-
tion. It is a plane of reference at half the range of the tide
below the mean level of the sea; and the range of the tide
varies from 4 feet to 50 feet in different regions. The only
justification for the Low-water datum is its great conven-
ience to the mariner, in showing the least amount of water
available in bays and channels under the influence of the
*To be read at the General Professional Meeting, Ottawa,
February 12th.
tide. It is therefore universally used in Hydrographic
Surveys as the datum for marine charts ; and by using the
same datum as the zero level in tide tables, the extra
depth due to the rise of the tide is made evident. To
this practice, Holland may be mentioned as an exception ;
for although a Low-water datum is used for their charts,
it is not accepted for the tide tables, which are everywhere
referred to Mean Sea Level at Amsterdam. This gives
all High waters a plus value and all Low waters a minus
value ; which carries the use of this datum to its theoretical
limit.
At a fully equipped tidal station the tide is obtained
by a recording instrument, as a continuous curve day and
night, summer and winter. The equipment necessary
to secure such observations, especially in our climate,
need not be detailed; but it is evident that the levels at
the tidal station must be maintained accurately from
year to year with reference to the Bench-mark; the
individual observations being to the nearest hundreth of
a foot.
The ordinates of the tide curve above the Low-water
datum are then measured at each hour throughout the
year, and the average of these is accepted as the best
value for Mean Sea level. It is necessary to deal with a
complete year at a time, to allow for all the astronomical
variations in the tide itself. The resulting value being
thus the average of 8,760 individual heights, is already
reliable when derived from one year. It is clear that from
the tidal point of view, the value of Mean Sea level is
the final outcome of the observations.
This method, geometrically speaking, makes Mean
Sea level the axis line of the tide curve, which bisects its
area horizontally. The only other method is to take
" Half tide " as the mean level of the sea; that is, half the
difference in height between the average levels of High
water and Low water. This is less accurate, chiefly
because Mean Sea level may not be truly midway between
High water and Low water, unless the tide curve itself is
perfectly symmetrical; there being regions in which
there is an inequality that interferes seriously with its
symmetry.
The value of Mean Sea level from the hourly ordinates
of the tide on an open coast, at a point unaffected by river
outflow, is reliable to the third decimal of a foot in any one
year. There is a slight variation from one year to another
of perhaps an inch or two from the mean value; for some
reason which is not well understood. For example in a
series of 15 years at St. Paul Island the extreme values in
individual years are from 0.17 to 0.14 of a foot above or
below the average value. The average of the determina-
tions in three or four complete years however, must be
regarded as correct in the absolute; because the probable
error in about 100 miles of land levelling is greater than
the residual error in the determination of Mean Sea level.
When a long land line connects two well-situated tidal
stations, any outstanding error must therefore be adjusted
to correspond with Mean Sea level at its two ends. This
is recognized in the extended levelling operations through-
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
83
out India and the United States. In Great Britain, special
tidal stations on the open coast have been established in
recent years, to avoid river influence; as all the more
important harbors are in the estuaries of rivers.
In Canada our determinations of Mean Sea level have
been kept well ahead of levelling requirements. The
Survey of Tides and Currents was organized in 1893; its
primary purpose being for the benefit of navigation in
obtaining data for tide tables, and in the investigation of
marine currents, and it was thus made a branch of the
Marine department. It soon became evident that tide
levels were valuable for construction purposes or dredging,
even if only locally determined in individual harbours;
and also that Mean Sea level would be of importance at
some future time, as a basis for extended levelling. The
extra work necessary to maintain accurate levels was,
therefore, undertaken from the outset by the Tidal Survey;
as it is obviously a very different matter to keep the levels
correct to the nearest 0.01 of a foot, as compared with
working to the nearest half or quarter foot as required for
chart soundings and navigation generally.
By 1903, reliable results became available ; and values
for Mean Sea level were given, with other tide levels, in
a Paper by the Superintendent, published by the Canadian
Society of Civil Engineers. These values were based on
4 to 6 complete years of observation. Similar data for
harbors on the Pacific coast were published in 1905.
About that time also (in the year 1904) the Academy of
Sciences of France offered one of its prizes for the best
determinations of Mean Sea level in any country bordering
on the North Atlantic ocean; the special object being
physical, in establishing a basis for detecting any
depression or elevation of the coast relatively to the Ocean
level. Somewhat to their surprise, Canada took the first
place in the competition; as the Tidal Survey had deter-
minations of Mean Sea level covering eight degrees of
latitude from southern Nova Scotia to Labrador, and in
longitude from Cape Breton to the lower St. Lawrence.
Notwithstanding this recognition from France, it was not
until five or six years later that our systems of Geodetic
or precise levelling were connected with the Canadian
tidal stations, at which the determinations of Mean Sea
level available in 1903, had been made known by publi-
cation to Engineers.
The first accurate levelling which began in the region
of Montreal, along the St. Lawrence, the Richelieu and the
Ottawa, was based on Bench-marks on the frontier of the
United States, connected with sea level at New York by
the United States Coast and Geodetic Survey. The most
noteworthy of these Bench-marks is at Rouses Point at
the north end of Lake Champlain. It appears to be at
the end of a line of secondary importance in the United
States system; as its original altitude was diminished in
1900 by 1.08 feet, and its elevation was finally revised in
1903 from 110.06 to 107.95, an alteration of 2.11 feet; with
possibly a further small correction in 1907. This shows the
disadvantage of having to rely on United States levels;
when a line of levels from Montreal to a satisfactory tidal
station of our own (at Father Point on the Lower St.
Lawrence) is no longer than the line connecting Montreal
with New York.
The first precise levelling in the Maritime Provinces ,
was also started from a frontier Bench-mark in the State
of Maine, which is nearly twice as far from New York as
from our tidal station at Halifax.
These points are mentioned to show that there is no
need to make Canada a mere adjunct of the United States,
when our Canadian work may be quite as good; and it
would be equally unfortunate at the present juncture to
miss the opportunity of correlating all existing levels, to
place them on a satisfactory basis.
What has already been accomplished in accurate
levelling may be mentioned in the briefest way to indicate
the present situation ; with the endeavor also to state fairly
the amount accomplished by each Survey or Department
engaged. There was indeed some excellent levelling along
our railways, especially in the early days; no such work
being better done than on the old European and North
American Railway from St. John to Shediac in 1859.
We may also recall the careful instructions on levelling
for the Intercolonial Railway given by Sir Sanford Fleming
about 1870. But all this is now lost, because unrecorded
by Bench-marks; and this often happened on our railways
built later, through the hurry during construction. Some
early levels have been preserved however, on various canal
surveys, though more limited in extent.
The first work done under the name of Geodetic
levelling, was in 1883 to 1888, from Quebec to Cornwall
and southward to connect with Rouses Point; under the
direction of Mr. R. Steckel of the Public Works depart-
ment; the St. Lawrence section from Quebec to Montreal
being published in 1891. In 1904 to 1907 these levels were
carried through to Lake Huron by the Georgian Bay
Canal Survey. In 1906, precise levelling was begun by
the Dominion Observatory, their first results being pub-
lished in the report of the Chief Astronomer for 1910.
The lines run in the first years were in western and southern
New Brunswick; and from Sherbrooke to Colborne,
Ontario. The whole of the work in these regions was
based upon Bench-marks on the frontiers of the United
States, and chiefly upon Rouses Point ; but most of it had
the advantage of the revised elevation of 1903 for that
Bench-mark; which was carefully correlated with others
in the State of New York by the Georgian Bay Canal
Survey before the final reduction of their levels in 1907.
It was not until 1910, that the Geodetic levelling in
the Public Works department was continued eastward
beyond Father Point, and through New Brunswick and
Nova Scotia to Halifax. It thus makes connection with
two of the tidal stations at which Mean Sea level is
accurately determined; and the final revision, based on
both stations, was made in 1914. The precise levelling of
the Dominion Observatory was also connected with the
Halifax tidal station in 1913. This precise levelling has
recently been organized as the Geodetic Survey of Canada,
in the Interior Department. This then brings us to
the date at which the determinations of Mean Sea level
made by the Tidal Survey, were first utilized as a basis for
extended levelling. When required for levelling opera-
tions, determinations were thus found ready to hand, which
had gradually been perfected during a series of previous
years. The same advantage was obtained afterwards
in the two additional provinces of Prince Edward Island
and British Columbia.
84
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
At this juncture we may indicate concisely the
system of principal stations which were established to
command all Canadian waters, as reference stations for
tides and currents; but most of which are also well situated
for the purpose under consideration. There are eight
principal tidal stations in Eastern Canada which are
maintained summer and winter; but at two of these the
value of Mean Sea level is not satisfactory. At Quebec
there is still some river slope, and Mean Sea level, deter-
mined locally by the method described, is nearly iy 2 feet
above the true level in the Ocean. Even at St. John,
N.B., the influence of the St. John river appears to be
appreciable. The station at St. Paul Island in Cabot
Strait, though invaluable for general tidal purposes, is
inaccessible for connection with land levels. This leaves
five, which are well distributed on our Eastern coasts:
namely, Father Point, Halifax, Yarmouth, Charlottetown
and a station in Belle Isle Strait at the extreme northeast
of the country. At all these stations, the results are now
highly accurate ; and they are referred to local Bench-
marks.
The determination of Mean Sea level at Halifax is
derived from nine complete years of tidal observation.
The other determinations utilized in levelling are derived
from ten complete years at Father Point, five years at
Charlottetown, and one year at Yarmouth. The value
of Mean Sea level at Charlottetown has been made the
basis for levelling over the whole of the Railway system
of the island, which was begun in 1915 by the Department
of Railways. This will place the levels throughout this
Province in a very satisfactory position.
The principal line of Geodetic levelling of the Public
Works department runs near to the Eastern coast of New
Brunswick, and connects Halifax with Father Point. It
thus constitutes a line running north and south for 400
miles across three provinces, which is connected at both
ends with sea level. The lines of the Geodetic Survey,
running from Halifax to the St. Lawrence, lie further in the
interior of New Brunswick; and another line extends from
Halifax to Yarmouth, being thus checked at both ends.
The two systems of level lines have been laid out with care
to avoid duplication, as far as this is practicable. By
means of these lines the early levelling along the St.
Lawrence and in the Montreal region, and the system of
lines in the Maritime Provinces, are well connected and
brought to a uniform basis. On all such lines, a series of
Bench-marks is established for reference.
It may be possible in localities to which precise level-
ling has not yet reached, to make a determination of
Mean Sea level from a few months of tidal observations,
to meet some special requirement. In the Pictou and
Sydney coal fields in Nova Scotia, contoured maps by the
Geological Survey have been based on local determinations
of sea level in those harbours, which afforded fairly good
values, sufficiently close for the purpose. A basis for
levels required also by this Survey in a mining region on
Howe Sound, B.C., was obtained similarly from a special
reduction of a few months of tidal observations there.
The region of the Great Lakes is related by its situa-
tion to sea level on the New England coast directly
opposite; and the determination of Mean Sea level at
New York thus affords the natural basis for this region.
The lines of the United States Coast and Geodetic Survey
form a net work by which the Lake levels are well estab-
lished ; and it would appear that the elevations now arrived
at, can be accepted without question of further revision.
These have been carried across to the Canadian shores by
the Hydrographic Survey.
Passing to the Pacific coast, tidal observations were
begun there in 1895 and 1902, which now afford accurate
determinations of Mean Sea level at Vancouver and Port
Simpson, at the north and south extremes of the coast of
the mainland; as well as at Prince Rupert, from observa-
tions there since it was founded. The Geodetic Survey
had thus a sound basis for levelling, when it was begun in
the region of the lower Fraser; and it will be possible to
connect the land lines which run through the interior of
British Columbia, with Mean Sea level at both Vancouver
and Prince Rupert; two points on the coast nearly 500
miles apart in a straight line. This is a further example
of the advantage of such a double connection for long land
lines, especially in so mountainous a country.
There are also tidal records available from which
Mean Sea level can be worked out at the heads of any of
the long inlets on the coast, which may possibly become
Railway terminals in the future.
On Vancouver Island, there are three determinations
of Mean Sea level at well situated points; at Victoria and
Hardy Bay at the south and north ends, which are 260
miles apart, and at Clayoquot near the middle of the
west side. Land lines throughout the length and breadth
of the island can be based on the determinations at these
three tidal stations. Already the Geological Survey is
utilizing the value of Mean Sea level at Victoria for a
contoured map in that region.
The Geodetic Survey has recently completed con-
nections which give a through line of levels across the
width of Canada from Halifax to Vancouver. These
levels are also checked by United States Bench-marks
near the boundary in the middle of the Continent.
Towards the western side, a net-work of lines now extends
from Vancouver to Regina, and from Edmonton to Leth-
bridge.
In these central regions, levels are also being carried
along the meridians and other boundary lines which
are laid out by the Surveyor General's department.
This can be done by the same surveying parties, and it
helps to extend the levels. This work is correlated with
the elevations established by the Geodetic Survey and
is kept in harmony with it.
A valuable work of reference, entitled "Altitudes in
Canada," has been compiled by Mr. James White, which
gives the results obtained by all methods, including
precise levelling, re-levelling on railways, and reconnais-
sances. The earliest edition was published by the Geolo-
gical Survey in 1901; and the later editions have been
largely extended, under the Conservation Commission.
The elevations throughout are referred to Mean Sea
level, and a description of the primary determinations by
the Tidal Survey is given. This work is of great assistance
in familiarizing Engineers with the use of a general datum
throughout the country.
To sum up the situation, we have at present a net-
work of levelling in Eastern Canada, which has been built
up by three systems of levelling operations since 1883,
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
85
and is now correlated accurately with Mean Sea level.
The levelling in the Public Works department, extending
from Georgian Bay through the Montreal region, and now
connected with the tidal stations on the Lower St.
Lawrence and at Halifax, was finally revised in 1914.
The lines of the Geodetic Survey in the Maritime Pro-
vinces, connected with the tidal station at Halifax since
1913, extend by other routes continuously to the region
of the Great Lakes. On the Pacific coast, the lines of
levels are also beginning to form a net- work; and the two
sides of the country are united by a through line across the
Continent finally connected in 1916 and 1917, by the
comprehensive work of the Geodetic Survey. There is
thus at present a system of Bench-marks throughout all
the more inhabited parts of Canada for reference; and the
dates mentioned show that this is quite recently accom-
plished. It is obviously desirable therefore, that all
Engineers should now utilize the uniform datum thus
established, and that all railway profiles should be referred
to it, to eliminate the confusion arising from the adoption
of independent datums which is still in vogue.
The only necessary exception to this rule is for marine
charts and dredging, for which a Low-water datum must be
used; as well as for the height of the tide in tide tables.
It may be a question whether it is essential to use Low
water or High water as the datum for harbour con-
struction and dry docks; but if so, it should be possible
to give a correlation with Mean Sea level. These two
datums correspond with the land surface of the country
which is out of water, and the harbours and maritime
approaches to its shores which are below sea level.
LIEUT.-COL. R. W. LEONARD, M.E.I.C.
President, Coniagas Mines, President Elect., The Engineering Institute of Canada.
86
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
The Mining and Metallurgy of Cobalt Silver-Ores
By Lieut-Col. R. W. Leonard, M. E. I. C.
In the Temiskaming & Northern Ontario Railway
Commission's Report for 1916 on the Mining Industry in
that part of Northern Ontario, served by the T. & N. O.
Railway, Mr. Arthur A. Cole, Mining Engineer for the
Commission, makes the following remarks:
"Along the Temiskaming & Northern Ontario
Railway from Cobalt to Porquis Junction, a distance
of 125 miles, it was noticeable this year that there was
hardly a station from which some mining operations
were not being carried on. New districts were being
reported from time to time, and the older districts
were looking better as work proceeded.
"Anyone who looked over the unbroken forests
of Northern Ontario a dozen years ago and predicted
that this district would soon be producing over twenty
millions in gold and silver annually would have been
put down as a fantastic dreamer; but that figure is
surpassed today by three million dollars, and the
output is continually increasing.
"And yet only a small portion of the country has
been prospected. Running north-east and north-
west from Cobalt and extending to the Arctic
Ocean is the great pre-Cambrian shield, the basement
formation of the Continent. It contains thousands
of square miles and offers to prospectors better chances
of locating valuable mineral deposits than can be found
in any other country in the world."
The principal camps referred to by Mr. Cole are the
Cobalt silver and the Porcupine gold areas, and if to this
we add the world-famed copper-nickel deposits of the
Sudbury district, lying about 160 miles south of Porcupine
and 80 miles south-west of Cobalt, we have a very inter-
esting group, of which two are the most wonderful mineral
deposits in the world.
In 1918, Sudbury is credited by the Deputy Minister
of Mines, Ontario, with a production of Nickel valued, in
matte form, at $26,800,000.00, and of Copper, valued in
matte form, at $8,500,000.00, making a total of
$35,300,000.00. The market value of the refined products
would exceed these figures very materially, and in time
the refining of these products in Canada will greatly
stimulate the production of heavy chemicals, machinery
and many other materials required in the process.
In addition to the silver and gold produced in the
Northern Ontario district covered by Mr. Cole's Report,
we have the metal cobalt, existing in greater concentration
than in any other known deposit, enabling Canada to
supply for some years past practically the entire world's
consumption of refined cobalt products. This metal
cobalt, together with nickel and arsenic, are associated
with silver in the Cobalt ores, and in this same district
served by the T. & N. O. Railway are found copper,
*To be read at the General Professional Meeting, Ottawa,
February 12th.
molybdenite, barite, fire-clay and pottery-clay, all in
notable commercial deposits. For the working of these
deposits the district affords an abundance of wood, water-
power and large areas of peat which have been favorably
reported upon by A. Anrep, peat expert to the
Dominion Government, suggesting its use in the form of
peat powder, even for locomotive fuel.
Before proceeding to a description of the mining and
metallurgy of silver, which is the principal mineral pro-
duced in this district up to the present time, just a word
in regard to the gold mines of the Porcupine Camp which
were discovered in 1907. Since that year to December
31st, 1918, the production of gold has reached a value of
$46,000,000.00, and the working mines have paid dividends
of $13,312,310.00. Gold has also been discovered in
notable deposits in many other parts of this district
served by the T. & N. O. Railway, and a number of these
occurrences are of a very promising nature.
During the past year the Cobalt Camp produced
about 12} 4 r v of the total world's output of silver, and this
was achieved by a camp about four miles in length and
the same in width. The Cobalt silver mines have paid in
dividends to December 31st, 1918, over $76,000,000.00,
which, added to the dividends paid by the Porcupine gold
mines of over $13,000,000.00, gives a grand total of more
than $89,000,000.00 paid in dividends by the mines of
these two camps since 1904.
Notwithstanding the shortage of labour due to the
war, the gold and silver mines of Northern Ontario are
employing about 7000 men at present with an annual
pay-roll of at least $8,500,000.00; and it is estimated that
up to the present time, at least $100,000,000.00 has been
spent by the operating mines in labour, equipment and
supplies.
The numerous promising discoveries of gold through-
out the whole territory served by the railway gives assur-
ance that the gold-mining industry of Northern Ontario is
yet in its infancy.
In 1917, there were fifteen dividend-paying silver
mines and five dividend-paying gold mines in Northern
Ontario, as compared with nine dividend-paying silver
mines and three dividend-paying gold mines in 1918.
Notwithstanding that silver was discovered on the
north-east side of Lake Temiskaming about a century
ago when operations were carried on at the Wright Mine,
the history of the Cobalt mining camp began in 1903,
when the T. & N. O. Railway was in course of con-
struction, native silver being discovered at that time at
both the north and south ends of Cobalt Lake. These
spectacular finds of native silver aroused immediate and
widespread attention and, as a result of the work done by
the large number of miners and prospectors who flocked
into the country, a number of mines were rapidly opened
up, and these mines paid handsomely from the grass-roots
down.
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
87
The total output of silver from the Cobalt district
from 1904 to the end of 1918, is as follows: —
Average
price,
Cents
per oz.
1904 57.2
1905 60.4
1906 66.8
1907 67.5
1908 52.9
1909 51.5
1910 53.5
1911 53.3
1912 60.8
1913 57.8
1914 54.8
1915 49.69
1916 65.661
1917 81.418
Estimated— 19 18... 96 . 772
Ounces
206,875
2,451,356
5,401,766
10,023,311
19,437,875
25,897,825
30,645,181
31,507,791
30,243,859
29,681,975
25,162,841
24,746,534
19,915.090
19,401,893
17,500,000
Value
$
111,887.00
1,360,503.00
3,667,551.00
6,155,391.00
9,133,378.00
12,461,576.00
15,478,047.00
15,953,847.00
17,408,935.00
16,553,981.00
12,765,461
12,135,816
12,643,175
16,131,013
00
00
00
00
16,935,100.00
292,224,172 $168,895,661.00
While there is no doubt that the Cobalt Camp is
rapidly becoming exhausted, there is every prospect of
other workable deposits being discovered of the same
geological formation, which covers an enormous area
of this Northland, in the vast territory which remains as
yet unprospected, and this promise is borne out to a limited
extent by notable finds of silver in South Lorraine and
Casey Townships, and up the Montreal River.
Geologically, the Cobalt Camp consists of a founda-
tion of Keewatin rocks, upon which a slate conglomerate
has been uncomformably deposited, the whole broken in
places by eruptions of diabase forming dykes and sills and
causing vertical cracks which were afterwards filled with
mineral. The most valuable silver deposits are found in
these vertical veins cutting through the conglomerate,
and the silver almost invariably disappears in depth at
the contact with the Keewatin. Some valuable veins
have been found in the diabase rocks which have produced
a notable amount of silver.
In the opening up of some of the mines in the early
days a few hand-drills or a machine-drill, a derrick and
a hoisting engine formed the only plant necessary to
sacking the rich ore and shipping it in carloads to the
smelters, these carloads of ore netting as high as
$100,000.00 per car when silver was selling at about 60c.
per ounce. This method of mining, however, rapidly
gave way to mining from shafts and levels underground
with overhand stoping, the rich ore being sorted and
sacked in the mine and the remainder sent to concen-
trating mills before shipment to the smelters. The camp
now boasts of some very excellent examples of mining
and milling equipment, with resultant up-to-date operating
methods, as reflected in the costs of mining and milling
at the Coniagas Mine, which mine has produced to date
over 26,000,000 ounces of silver and has paid in dividends
$9,240,000.00.
The total cost of mining and milling at the Coniagas
Mine, including development, head office and adminis-
tration and all overhead charges, have declined from:
$19 . 75 per ton in 1908
to 9.24 " " " 1910
to 6.13 " " " 1915
to 5.67 " " " 1917
and increased to 5.88 " " " 1918
The cost per ounce of fine silver produced, including
the above charges, freight, treating and refining at the
company's smelter at Thorold, Ont., war taxes and
shipment to London, England, have ranged from:
17.53c. in 1908
to 11.06
' 1911
to 13.06
' 1913
to 18.26
' 1916
to 25.69
' 1917
to 41.35
' 1918
For the description which follows of the Milling and
Hydrometallurgy of Cobalt ores I am indebted to
F. D. Reid, Mine Manager, Coniagas Mines, Cobalt;
and for that portion which deals with the smelting and
refining of these ores, to R. L. Peek, manager, The
Coniagas Reduction Co. Ltd., Thorold, Ont.
Ore Treatment.
The outstanding features of the practice of recovery
of values from Cobalt ores followed at the various mills are :
1. The utilization of jigs and tables to recover
a large percentage of the silver and cobalt content of
the ore prior to treatment by flotation or cyanidation
2. The grinding of the table tailing to a slime
to obtain a maximum net return from the cyanidation
treatment ;
3. The necessity of grinding the table tailing
to pass a 100-mesh screen to obtain a maximum net
return from the flotation process;
4. The use of Sodium Sulphide as a precip'tant,
and Aluminum in a caustic soda solution as ade-
sulphurizer. (Footnote 1.)
5. The treatment of concentrates by the
hypochlorite method. (Footnote 2.)
Since much of the silver now produced comes from
low-grade ore, chiefly wall rock, the treatment of this low-
grade ore is described more in detail. In this connection
cyanidation, flotation and gravity concentration processes
are discussed.
The hypochlorite-cyanide process which has been
recently introduced for the reduction of high-grade ores
is also dealt with somewhat fully.
Brief Historical Review.
For the first three years following discovery only
high-grade ore was sought and no attempt was made to
extract silver from the low-grade material. Much of the
ore was sacked underground and the rest was hand-sorted
in washing plants. In this way three products were
obtained and shipped to the smelter, viz.: (1) ore
carrying from 2000 to 4000 ounces of silver per ton;
88
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
(2) ore carrying about 400 ounces; (3) a grizzly product
carrying about 125 ounces. The discarded material with
a value of from 15 to 30 ounces went to the low-grade
dump for future treatment.
In the summer of 1907 the McKinley-Darragh
Mining Company erected and put into operation a five-
stamp mill equipped with classifiers, a Wilfly table and
Frue Vanners, with a view to treating their low-grade ore.
Shortly after this the Coniagas Mill was put into operation
with a daily capacity of 60 tons. Then followed the
Buffalo and others, until to-day there are thirteen mills
in operation with a total daily capacity of approximately
3000 tons.
Preliminary Treatment.
The general practice at present is to hand-sort the
high-grade ore, either underground or in washing plants
and send the low-grade, consisting of country rock con-
taining a portion of the vein matter, to the mill. Here it
is crushed in breakers, sized, and given a preliminary
treatment on jigs, thereby practically recovering the
balance of the vein matter.
The wall-rock, containing finely disseminated mineral
and fine leaf silver, passes on to the stamps, ball or
Hardinge mills, for further reduction and concentration.
Concentrating by Gravity Machines.
In general it may be said that the silver, when in a
gangue of smaltite or niccolite, is readily recoverable by
jigging; or, when coarser than 200-mesh and finer than
8-mesh, by concentrating on Wilfly, Deister or James
tables. This class of vein matter has a specific gravity of
6 to 6.5, whereas the specific gravity of the wall-rock is 2.7.
Losses occur in concentrating this vein matter when
crushed to finer than 200-mesh. Filmy leaf silver, various
brittle, complex silver compounds, oxidized vein matter in
the form of slime, and silver in a finely disseminated state
in the wall rock, are also sources of loss in subsequent
treatment. However, from an ore containing 25 ounces of
silver to the ton 80% of the values can be recovered by the
gravity concentrating methods at a comparatively low
cost — the cost depending largely on the capacity of the
mill. The cost of crushing the ore to the size required
and concentrating on jigs and tables is approximately
$1.00 per ton for a mill with a capacity of 200 tons per 24
hours. This does not include overhead charges nor the
cost of marketing the concentrates. In general, the cost
of concentrating the prepared ore on tables is approxi-
mately 20c. per ton. Gravity concentration, therefore,
serves its purpose, namely, to reduce the silver content
of the ore to approximately 5 ounces, at a low cost.
The introduction of the Cyanide process and later
the Flotation process was with a view to recover this
elusive five ounces. The cyanide process has the additional
advantage of producing silver in the form of bullion.
Note 1. — See "Sodium Sulphite Precipitation of Silver at the
Nipissing Mine" (R. B. Watson) Transactions, Canadian Mining
Institute, 1917.
Note 2. — See "Notes on Metallurgy at Cobalt during 1916."
CR. B. Watson), The Canadian Mining Journal, March, 1917.
Mechanical Concentration followed by Cyanidation.
Cyanidation as an adjunct to mechanical concentra-
tion is employed in three mills, the Cobalt Reduction,
O'Brien and Nipissing.
The practice at the Nipissing and Cobalt Reduction
Mills, is to concentrate as closely as is economically
possible on concentrating tables, and to reconcentrate the
rougher concentrates to obtain a product assaying from
2000 to 3000 ounces of silver to the ton. This concen-
trate is then treated by the hypo-chlorite cyanide process,
to be described later. The tailings from the tables after
being slimed in tube mills is run to the low-grade cyanide
plant for further treatment. The O'Brien practice is
similar to that of the Nipissing and Cobalt Reduction,
excepting that the concentrate recovered is shipped direct
to their smelter at Deloro.
The run of mine ore after receiving a preliminary
treatment in the washing plant to recover the vein matter,
is crushed in a 0.12% cyanide solution to pass a 4-mesh
battery screen. The battery discharge is then concen-
trated on 12 Wilfly tables, the concentrate going to the
hypo-chlorite cyanide plant and the tailings discharging
into Dorr classifiers in closed-circuit with tube mills until
the product is reduced to a slime. The slime product is
re-concentrated on slime tables, the tailing assaying
approximately 6 ounces is given a 48 hour treatment in a
0.25% cyanide solution. The pregnant solution is then
recovered by filtering in vacuum filters and the residue
containing from 2 to 2.5 ounces of silver to the ton, is run
to waste. The silver in the pregnant solution is pre-
cipitated by the addition of sodium sulphide and the
precipitate desulphurized by being brought into contact
with aluminum in a caustic soda solution. It is then
refined in a reverberatory furnace to 999 parts per thousand
fine.
Hypochlorite-Cyanide Process.
The Nipissing Mining Company and the Mining
Corporation of Canada, recover approximately 97% of the
silver contained in their high-grade ore and concentrates,
by the hypo-chlorite cyanide process.
Until recently it was thought that concentrates could
not be treated economically by the cyanide process.
The method outlined below, however, is now in successful
operation, due to the combined efforts of J. J. Denny,
research manager of the Nipissing Mining Company
and M. F. Fairlie, manager of the Mining Corporation.
Five to seven tons of ore or concentrates is charged
into a tube mill along with the required amount of iron
balls for grinding and water to give a 1 to 1 dilution. The
tube mill is then revolved for 18 hours, as extremely fine
grinding is necessary to get maximum results. Calcium-
hypo-chlorite is then added at the rate of from 50 to 75
pounds per ton of ore treated, depending on amount of
sulphides present, and the grinding continued for an
additional six hours. The pulp is then discharged into a tank
and fed to a Dorr classifier to separate the coarse metallic
silver from the slime pulp. The metallic silver discharged
from the Dorr classifier is held over and re-charged into
the tube mill, with the next charge of ore, for further
grinding. The slime overflow from the Dorr classifier,
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
89
discharges into a collecting tank and is allowed to settle,
the solution is then decanted and the thickened pulp
discharged into a vacuum filter to be further de- watered.
The de- watered pulp is then discharged into a cyanide
treatment tank and the charge made up to a dilution of
20 to 1 and the cyanide strength maintained at 0.5%.
The pulp is then thoroughly agitated and aerated for
fourteen hours. The pulp is then allowed to settle and
the excess solution decanted. After being again agitated
the thickened pulp is pumped to a stock tank for filtering.
The discharged residue from the filter, containing from
50 to 75 ounces of silver, with the cobalt, nickel and arsenic
content, is sold to the smelters.
The silver is recovered from the pregnant solution by
the soldium-sulphide process.
It is possible by this process to recover in the form of
fine bullion approximately 97% of the silver content of
the ore, in a period of 96 hours.
The Flotation Process
In September, 1916, the Buffalo Mines Limited, put
in operation a Callow flotation plant, of 600 tons daily
capacity, to treat a arge accummulation of sand tailings
and as an adjunct in the treatment of its low-grade ores.
Today there are ten mills in the district using the flotation
process with a total daily capacity of approximately,
2000 tons.
The flotation machines used are the Callow pneu-
matic and the Groch centrifugal types. The former de-
pends for its action, entirely on air forced, from below,
through a porous medium, at a pressure of 5 pounds; the
latter depends on mechanical agitation and air, the air
being drawn into the pulp through a hollow shaft by the
centrifugal force of impellers.
Oil Mixtures.
Experiments have been carried out with a number of
oils and combinations thereof. A mixture of 20% pine
oil, 70% coal tar creosote and 10% coal tar, is now in
general use, with slight modifications to meet varied
conditions.
The amount of oil used ranges from % pound to V/»
pounds per ton, depending upon the dilution of the pulp,
the amount of mineral present, the fineness of the product
and the skill of the operator.
The oil mixture is usually fed into the tube mills to
insure an adequate mixing of the oil with the pulp.
Practice.
The practice in general use, with slight modifications
is to concentrate the battery or ball mill discharge on
reciprocating tables to recover the coarse free mineral and
to reduce the silver content in the slime tailings. The
table tailings go direct to the Dorr classifiers and are kept
in closed circuit with tube mill, where the oil mixture is
added, until ground to pass through a 100-mesh screen.
This product, with a dilution of approximately 4 to
1, is sent to the flotation machines, where it is fed into
the rougher cells and agitated or aerated to effect a separa-
tion of the mineral from the gangue. The mineral is
floated and discharged in the form of a froth, assaying
approximately 75 ounces of silver to the ton. The tailing,
varying in value from 1 to 3 ounces, is sent to waste.
The rougher concentrate is reconcentrated in cleaner
cells to raise the value to, approximately, 250 ounces.
The cleaner cells discharge a nine ounce middling product,
which is returned to the head of the rougher cells for
further treatment. The final concentrate is allowed to
settle in Dorr thickeners, filtered, dried and sent to the
smelters.
General
The gravity concentration process of Cobalt was
developed when the price of silver ranged from 50 to 65
cents an ounce.
Mill operators, employing straight concentrating
methods, concluded that an economic limit of extraction
had been reached when the silver content of the ore was
reduced to 5 ounces. Forty percent of this final tailing
was slime, assaying approximately 6 ounces per ton and
the balance sand, with a silver content of 4 ounces.
With silver at 55 cents an ounce, it was possible to
treat the current slime tailing at a small profit, by the
flotation process. It was not, however, until the price of
silver advanced to above 65 cents an ounce, that a profit
could be made from the 4 ounce sand.
The present activity, in the treatment of these low-
grade products cannot be attributed entirely to the
flotation process, as, owing to the advance in the price of
silver, other attractive processes were available. The
cyanide process, which did not look economically attractive
when a tailing of only $2.50 was going to waste, was worthy
of consideration when this value was raised to $5.00.
It must not be supposed, therefore, that the silver
now being recovered by the flotation process would, other-
wide, have been lost.
The uncertainty in the price of silver influenced
operators, using the gravity concentrating methods, to
adopt the flotation process, owing to the comparatively
low cost of installation and to the satisfactory results
obtained by experiment. On the other hand, the high
cost of marketing the flotation concentrates, which is
approximately 80 cents per ton of ore, is an objectionable
feature to the process. It is possible that research may
develop a process to treat this concentrate locally or to
raise the value of the concentrate by elimniation of the
silica, which is about 65% of the product shipped, and so
render this process of more value to the district.
Smelting and Refining.
Up to the early part of 1908 all the ore from the Cobalt
camp was shipped to reduction works in the vicinity of
New York and Camden, N.J., for treatment. There was
previously a natural desire to treat the ores in Canada,
coupled with a just appreciation of the complexity of the
90
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
problem such treatment presented. There was very little
useful information bearing on the treatment of these
singular ores to be gleaned from the literature available,
and it cannot be said that those operating then existing
works minimized the difficulties to be met with. That
these difficulties — metallurgical, commercial, financial
and hygienic — were very real may be inferred from the fact
that of eleven works actually built in Ontario for the
treatment of Cobalt ores, only three survive as going
concerns. To the wastage chargeable against the mining
industry as the result of misdirected prospecting, exploita-
tion of unremunerative mineral deposits, and so-called
" wildcatting," may be compared the very considerable
losses incurred by the backers of the eight defunct plants
just referred to.
Leaving out of consideration the methods of treat-
ment that have been used and discontinued, the usual
procedure is to first fine-grind and sample the ore or
concentrate, and then smelt in a blast furnace. This at
once separates the non-metallic or rock materials as a
slag; effects a separation of a part of the silver combined
with antimony and arsenic — the so-called silver buttons;
volatilizes a part of the arsenic as fume, and so leaves the
cobalt and nickel combined with arsenic in the blast
furnace speiss.
This primary separation having been made by the
very simple process of melting the ore with a coke fire, it
becomes necessary to consider the four primary products.
This consideration leads us far from what has been
called " the sweet simplicity of fire," as applied to the
the treatment of ores and metals.
The treatment of the slag is summary; it is thrown
over the dump or used to ballast the track.
Silver Buttons usually consist of about 80-85 % silver,
the balance being chiefly antimony. Most of the unde-
sired components may be removed by melting and blowing
with air. Silver does not oxidize under the conditions and
so remains on the furnace hearth, while the oxides of the
impurities either depart as fume or are raked off as
skimmings. By appropriate means the silver may be
refined on the hearth to the extent desired, or it may be
cast as anodes for electrolytic refining.
In the electrolytic refinery the crude silver anodes
are treated in an electrolyte of silver and copper nitrates
to an electric current. The anode undergoes dissolution
and the silver only plates out on the cathodes. The
impurities of the -anodes remain either in solution or fall
as sediment in the anode compartments whence they may
be removed and disposed of. The cathode silver is of the
highest purity and has only to be washed, melted and cast
into bars for shipment.
Arsenical fume from the blast furnace is collected in
cloth dust filters called bag houses. As the fume laden
gas current from the furnace top is rather hot, it is led
through appropriate flues wherein it may partly cool and
deposit coarse dust particles before it is filtered. Under
proper operating conditions the bag house retains all the
solids in the gas stream, and, without it, it may be said
that such ores as those of Cobalt could not be safely
treated in any even partly settled locality.
After collection in the bag house, the fume is put into
refining furnaces from whence white arsenic is volatilized
and collected in suitable condensing and filtering arrange-
ments. This white arsenic is sold chiefly to plate glass
works and to makers of insecticides. At one time a
demand arose from one of the belligerent powers for
metallic arsenic. This demand was met by the manu-
facturers of the metal by the reduction of white arsenic
with carbon in large cast iron retorts. This, though but a
small matter, is one more item in the record of war time
achievement to the credit of this country.
When one takes up the treatment of speiss, he takes
upon himself a most grievous task. Essentially an
artificial arsenide of a metal or metals of the iron group,
it may present a degree of complexity that is quite dis-
conserting. Iron, Cobalt, Nickel, Zinc, Copper, Lead,
Silver, Antimony, Sulphur, Arsenic, are the substances
practically always present in Cobalt Speiss, and usually
small amounts of several other elements are also found.
The practice in one works is to grind and roast the
speiss with salt to chloridize the silver and then leach out
the silver with a solution of sodium cyanide. The
silver is then thrown out with aluminium powder, washed
and melted to make bars of great purity. Other practice
does not extract the silver at this stage, but recovers it in
the smelting of the insoluble residue after separating the
greater part of the cobalt and nickel.
All processes separate the cobalt and nickel from the
speiss by dissolving them out from the roasted speiss with
acids. Sulphuric acid is usually employed on account of
its cheapness. The solution of sulphates is next purified
until it is technically free from undesirable substances,
when the cobalt and nickel are successively precipitated
as hydroxides by hypochlorate and alkali respectively.
These hydroxides are dehydrated in suitable furnaces and
either ground and sold as Cobalt and nickel oxides, or
reduced with carbon to produce the metals.
Until the last four or five years practically all the
Cobalt produced was utilized in the form of oxide for the
manufacture of enamels, ceramic colors and for correcting
the color of crockery made from inferior clays. The
development of " Stellite," a hard alloy of cobalt, chro-
mium and other metals led to a considerable demand for
metallic cobalt. There was also some demand for the
metal from the makers of high speed steels, many of whom
add small amounts of cobalt to toughen and improve
the wearing qualities of their product. Most of the
cobalt metal used throughout the world is made in Cana-
dian works by reduction of the oxide with carbon and
melting the metal in electric furnaces.
The nickel derived from the cobalt ores is only a
trifling part of the Canadian output of that metal, as the
very great production from the Sudbury ore entirely over-
shadows it. Neverthless it is of interest that metallic
nickel has been regularly produced in Canadian works from
Cobalt ore before any commercial quantity was made in
Canada from Sudbury ores.
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
91
National Highways and Good Roads*
By Capt. J. A. Duchastel de Montrouge, B.A.Sc. M.E.I.C,
Hon y Pres., Canadian Good Roads Association.
It is somewhat embarrassing, addressing a meeting
of Engineers on the subject of Good Roads, one would feel
more at home in talking to a gathering of the rank and
file, men requiring to be taught the gospel of good roads.
Every engineer realizes the very great importance of a
system of good roads. It will be unnecessary for me to
point out the great benefits — material, social and econ-
omical — that go with road improvement.
Permit me to bring to your attention some of the
conditions we have in Canada today. At the present
hour and with increasing rapidity, we will be face to face
with the great problem of finding employment for our
returned men and munition workers. Many industries
will be in the period of reorganization for months to come ;
railroad construction will practically be at a standstill,
and that for many years. Means will have to be taken to
create work, and road construction offers in a great measure
the opportunity of converting for the good of the country
the surplus labor it will have for a long period.
We have to admit to ourselves that, except in a few
instances our road construction has been sadly neglected,
as compared to European practice. True enough our
distances are very large, our population scarcely settled,
and our resources limited. Again, nature has in two ways
assisted us — first, in providing a wonderful system of
navigable streams and chains of lakes, which takes care of
the transportation of a great number of our natural
products; secondly, the cold weather we experience during
several months of the year permits the transformation of
many poor country roads into excellent winter roads for
sleighing, and in some localities a great deal of our
transportation is accomplished during this period.
Railroad companies have expanded in a wonderful
manner; we have three transcontinental roads parallelling
one another at close range. Many localities depend
entirely on the railroad facilities for all their commodities.
This condition of affairs is all very well up to a certain
point, but there comes a time when feeders, in the way of
highways to these railway trunk lines have to be de-
veloped. The districts situated twenty miles or more
each side of the trunk lines of these railways have to be
tapped, and the only way of doing so is to build good
roads permitting the settlers and farmers to economically
transport their produce to the railroad.
A great deal of talk has recently been indulged
about the help the Federal Government should give
towards road construction. Several methods of govern-
ment aid have been advocated. The French system has
been advocated by some. There is no question that it is
a very wonderful one and its results clearly show its
excellence. The roads of France have in a great measure
*To be read at the General Professional Meeting, Ottawa,
February 12th.
helped to win the great victory of democracy over
aristocracy. But unfortunately for us the French road
policy is based on a different political organization to ours.
In France everything is centralized, the Department of
Ponts and Chaussees constructs and maintains all roads —
Nationales, Departementales, Vicinales, etc.
Here the situation is quite different ; the British North
America Act has vested with the different Provinces the
obligation of building and maintaining public roads. We
know that Provincial rights are sacred and rightly so.
Our situation in the road problem is very similar to that
of the United States. I would like to study with you an
Act passed by Congress in July, 1916, destined to aid the
several States of the Union in road construction. I
believe that our Federal Government should adopt a
measure somewhat on these lines, as in my mind, it is the
most practical method to meet our conditions.
These remarks are made with the sole purpose of
inviting discussion, and my sincere hope is that it will be
extensive and fruitful.
The law in question is entitled "An Act to provide that
the United States of America shall aid the States in the
construction of Rural Post Roads and for other purposes."
It can be summarized as follows: —
1. Congress appropriated a sum of $85,000,000.00
to be apportioned amongst the different States of the
Union during a period of five years in the following
manner:
S 5,000,000 to be apportioned during the fiscal year ending June 301917
10,000,009 do do June 30/1918
15,000,000 do do June 30/1919
20,000,000 do do June 30/1920
25,000,000 do do June 30/1921
Also a sum of $1,000,000.00 annually for ten years up
to and including the fiscal year ending June 30th, 1926,
for the survey, construction and maintenance of roads and
trails within or partially within the national forest.
2. The apportionment of the amount available for
grants to each State is done in the following manner:
One-third in the ratio which the area of each
State bears to the total area of all the States;
One-third in the radio the population of each
State bears to the total population of all the States;
One-third in the ratio which the mileage of rural
delivery routes and star routes in each State bears to
the total mileage of rural delivery routes and star
routes in all the States.
92
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
3. Any amount apportioned to any State for any
fiscal year as remains unexpended at the close there of shall
be available for expenditure in that State until the close
of the third fiscal succeeding the year for which appor-
tionment was made. Any amount apportioned and unex-
pended after a period of three years shall be re-apportioned
to all the States.
4. The Secretary of Agriculture, who is intrusted
with the application of the Law, is authorized to co-operate
with the States through their respective State Highway
Department, in the construction of rural post roads.
5. All roads constructed under the provisions of this
Act shall be free from all tolls.
6. The Federal authorities contribute only 50% of
the total cost of constructing any portion of road.
7. Any State desiring to avail itself of the benefits
of the Act must submit its project to the Federal authori-
ties. Before any grant is made, surveys, plans and
specifications must be submitted and approved, as well
as the location, character and methods of construction.
8. No payments on account of any work are to be
made until the Secretary of Agriculture has assured
himself that the work has been constructed according to
plans and specifications, and no payment shall be made in
excess of $10,000.00 per mile, exclusive of the cost of
bridges of more than twenty feet clear span.
9. The construction work and labor in each State
shall be done in accordance with its laws and under the
direct supervision of the State Highways Department,
and subject to inspection and approval of the Secretary
of Agriculture.
10. It is the duty of the different States to maintain
the roads constructed under the provisions of the Act,
and the Secretary of Agriculture shall, if any such road
is not being properly maintained, penalize the State by
refusing any further grants under the Act.
11. Items including engineering, inspections, and
unforseen contingencies, shall not exceed ten per centum
of the total estimated cost of the work.
12. The cost of administering the provisions of the
Act must not exceed three per centum of the appropriation
of any fiscal year.
13. In the Act:
(a) the term " rural post route " is construed to
mean any public road over which the United States
mails are now or may hereafter be transported,
excluding any street or road in a locality having a
population of over 2500 or more, except when on
portions of streets or roads along which the distance
between the houses average more than 200 feet apart.
(b) the term " construction " is construed to
include reconstruction and improvement of roads.
(c) the term " properly maintained " is con-
strued to mean the making of needed repairs and a
preservation of reasonably smooth surface, con-
sidering the type of the road, but shall not be held
to include extraordinary repairs nor reconstruction.
For the purpose of drawing a discussion allow me to
present to you my views in the matter of Government
aid.
I believe that a Highway Branch of the Public Works
Department or Railways and Canals Department should
be organized, and that this Branch should be intrusted
with the duty of examining and reporting on all projects
brought up by the different Provinces, with a view of
obtaining Federal aid.
Each province should maintain its sovereignty over
the roads constructed within its boundaries, and the
Provincial Highway Departments should continue to
exercise the same authority and duties they have at the
present time.
No project should be considered by the Federal
authorities unless presented and vouched for by a Pro-
vincial Highway Department.
We should do our best to keep politics out of the
administration of a Good Roads Aid Act.
The Federal government should provide but 50%
of the funds necessary to build roads of national im-
portance, or international highways. By " roads of
national importance," I mean roads connecting centres
having a population of at least 20,000 inhabitants.
A sum of $50,000,000. should be voted immediately
by the Federal government to aid the construction of
roads throughout the different provinces, and this sum
should be apportioned to the provinces during a period of
five to seven years. Apportionment of this amount
should be made only on the basis of population; the areas
of our provinces having no relation to their needs or
importance. The relation of the mileage of existing roads
in each province to the total mileage in the country
having, in my mind, little or no importance in our case.
Any amounts unexpended by a province during a
given fiscal year should be carried over, for a limited
number of years, to the credit of the said province, as in
the American Act.
All roads constructed under Federal government aid
should be free from tolls.
All road specifications, plans and details should be
standardized and adopted by the different Provincial
Highway Departments and Federal Department.
A higher limit than $10,000. per mile as the contri-
bution of the Federal Authorities should be fixed. It is
the feeling in the United States today that this amount is
not always sufficient.
As one of the most important problems in road
construction is " maintenance," our bill should go the
limit on this score, and compel each province to thoroughly
maintain all highways over which the Federal Government
has spent money.
No time should be lost in obtaining Federal aid for
the construction of roads, because it will take considerable
time to organize a Federal Roads Department, and the
study of the different problems submitted will also
require some time.
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
93
Design and Construction of Reinforced Concrete Viaducts
At Mileages 0.9 & 1.8 North Toronto Subdivision,
of the Canadian Pacific Railway
By B. 0. Eriksen, A.M.E.I.C. and H. S. Deubelbeiss, A.M. E.I. C.
General Description and Design.
The greatly increasing freight traffic and a still
greater prospective increase in passenger traffic, due to the
agreement between the Canadian Pacific Railway and the
Canadian Northern Railway, whereby the latter acquired
running rights over the Canadian Pacific Railway, from
Leaside Junction to North Toronto Station, necessitated
the double-tracking of the line between these two
stations.
heavier motive power on this important link. Bridge
1.8, being located at the limit of the North Toronto yard
required an extra track for switching purposes, so as not
to interfere too much with the main line traffic.
Estimates for both bridges were made for building
them in either steel or reinforced concrete. The higher
cost of steel viaducts and the uncertainty of the delivery
of structural steel were the deciding factors in the choice
of Reinforced Concrete Trestles as built and here described.
Canadian Pacific Railway Viaduct, Toronto. — Bridge 1.8 Completed.
While this line is only about two miles long, several
reinforced concrete culverts required extensions and two
important bridges, one at Mileage 0.9 from Leaside Junc-
tion and the other at Mileage 1.8 therefrom had to be
rebuilt. The existing single track steel viaducts at these
two points not being adequate for the present heavy rolling
stock, and still less for future requirements, had to be
rebuilt, so that these bridges would not limit the use of
*Read at a meeting of Montreal Branch, Thursday, January 16th.
While no designs were prepared for concrete arches
at these points, the possibility of building such was con-
sidered. The limited right of way at the bridge sites,
however, and the necessity of building temporary trestles
within these limits, made the maintenance of traffic in
building arch structures a most difficult problem. The
designs adopted, where all slabs were pre-moulded and
the bulk of the concrete could be cast in forms on the
ground, promised a much speedier and safer construction,
94
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
ffar/z.ftne P (per berf). rP-
- F16. I -
and permitted the carrying of traffic within our right of
way without difficulty. These considerations justified
the dropping of further studies of reinforced concrete
arches, and the adoption of designs of which the principal
dimensions are shown on Plate 1.
It will be noted that continuous piers have b^en used
instead of individual pedestals, as is customary for steel
viaducts. These, together with the very stiff caps, made
each bent act as one unit.
The columns are thoroughly bonded to the piers by
the recesses and the rods in tops of same, which correspond
to the reinforcing rods in the columns.
In designing the columns, rectangular and octa-
gonal sections were considered; the rectangular section
was adopted as the mos suitable to resist the great
bending moments that the columns would be subject to.
The columns are reinforced with longitudinal rods an-
chored into the concrete by %" diameter bands. On
account of the unusual size of these columns, these bands
were made in sections, so that intermediate bars would be
thoroughly anchored into the body of the columns.
These bands were not considered to act as hooping owing
to their rectangular shape. The tower bracing consists
of struts reinforced to resist the bending moments due to
their own weight and the various horizontal forces acting
on the tower. In order to improve the appearance and
reduce the weight, the vertical faces of the longitudinal
struts were given a three inch recess. It will be noted that
the longitudinal and transverse struts are arranged
alternately. At all intermediate points, bending moments,
due to transverse forces, will then be practically zero, where
the moments caused by the longitudinal forces are maxi-
mum. Sliding surfaces for the main slabs are provided
by y 2 " steel bearing plates on caps of the bents; the plates
are held in position by VA" dowels. As these plates are
continuous over the caps of the bents, they strengthen
the caps against stresses produced by longitudinal forces
on the bridge.
Each track is supported by two pre-moulded simple
T Beams. The end brackets shewn on these slabs do
not bear on the caps, but are kept clear by the steel
mr
East
© © © ®
— General Elevation —
— Bridge 18 Reservoir Ravine.—
.1, X-f I, uv
\ ;B ifft
AV .1. 16 I W \ Jf--f
166-r &cr~u ,a? if ~aMn>M&.
.1 **■ i **• I
m
J/'tr i XV
— General Plan. —
tor
EA3T.
<S> © © ®
— General Elevation. —
- Bridge 9 Belt Line Ravine. -
3 111
. J6-P I n-r \ 36ir
■ jfc ! I \/f Mraif <r r,j,k j | i
j \
J/iT I 3fi I MV
JXV f*r/e&* afgat&miB
• I XT I 3d'l
■QMEAlQan —
Canadian Pacific Railway.
Bridges 0-9*18 North Toronto Subdiv.
at North Toronto.
tmm-
■ Typical BfNT Bridge N?/8. — — Typical Bow -Soioec WO 9. —
Bridges 0.9 & 1.8 North Toronto Subdivision at North Toronto.
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
95
Canadian Pacific Railway Viaduct, Toronto. — Turning of Slabs.
A wind load of 30 pounds per square foot on exposed
surfaces of train and slabs, and a similar load on l 1 4 times
the vertical projection of towers was assumed.
Bending moments in columns due to dead load of
struts were included in calculations. While this is
usually neglected in steel structures, it becomes necessary
here, owing to the great weight of the struts. These
latter moments, and also the moments due to traction,
were calculated by the elastic theory — the equations
being so ved by the Area Moment Method. Plate X
indicates how these equations were developed. The
application of this theory, however, for the calculation of
moments, due to transverse forces, becomes extremely
involved, owing to the shape of the bents. For this
reason, points of inflection were assumed as shewn on
Fig. 1. Comparison between results obtained by similar
assumptions in the case of longitudinal forces with those
obtained by the use of the elastic theory shewed that the
method adopted would give results sufficiently accurate
for the purpose. Stresses in columns including bending
moments when one span only was fully loaded were cal-
culated, but found to be below maximum shewn on stress
sheet.
bearing plates which they overhang ; they are intended to
strengthen the horizontal flanges and improve the appear-
ance of the structure. The top surfaces of the slabs have
a smooth finish and are sloped towards drain pipes, placed
along coping blocks and between the tracks.
The ballast is held in position by the coping blocks
which were pre-moulded in sections and anchored to the
slabs by 1" dowels. After the erection of the slabs and
coping blocks, the surfaces in contact with the ballast
were waterproofed with a membrane type of water-
proofing. This was laid continuously from abutment to
abutment, the gaps between slabs being reinforced by
additional layers of felt and mastic.
The sidewalks are composed of pre-moulded T shaped
slabs, supported on brackets projecting out from the main
slabs. The flanges of the sidewalk slabs fit into a hori-
zontal groove in the coping blocks; these coping blocks
are heavy enough to counteract any tendency of the T
beams to overturn. 1" dowels hold these slabs in position
on the brackets. The hand-railing consists of pre-moulded
concrete posts and three rows of 2" pipe.
The bridges are designed to carry Cooper's E-50 load-
ing, with an impact allowance of .90-^rrr iL.L., where
L.L. = live load and 1= loaded distance in feet. Where
stresses are produced by the loading of more than one track
1 is multiplied by the number of tracks. The design
is in accordance with the Specification for Reinforced
Concrete of the Engineering Institute of Canada.
In addition to dead load, live load and impact, the
towers had to be designed to resist stresses due to traction
and wind. A traction force equal to 9% of the wheel
load was assumed to act at the rail level. This coeffi-
cient of traction was derived from diagram in Mr.
Blumenthal's paper on " Traction Stresses " (Transaction
of the Can. Soc. C. Engrs., vol. xxiv, Part II.).
Canadian Pacific Railway Viaduct, Toronto.
Bridge 0.9 Tower Partly Stripped.
96
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
^nV-T ,W.4>b#s ab> 3Fi e/oC. W-? =^
f2" jhee/wg—i
Wedges s 4T-4'
•wwn T>PJ we// fedt/ecf //t g/vurtd.
Canadian Pacific Railway.
Bridges 09*18 North Toronto 5ubdik
at North Toronto.
DrraiLi or Forms eor Jmbs.
— Caoss - Sect/ on. —
Bridges 0.9 & 1.8 North Toronto Subdivision at North Toronto.
Details of Forms for Slabs.
Maintenance of Traffic.
Traffic on both bridges was maintained on temporary
wooden trestles, erected on the north side of the old main
line track. This was contemplated from the very first
for Bridge 1.8, as the spans of the existing bridge were
so arranged, that to build a concrete trestle and keep
clear of existing steelwork would be impracticable. At
Bridge 0.9, however, it was found, that if the new bridge
were laid out with 34 ft. tower and 36 ft. intermediate
spans, there would be no interference with existing steel-
work and traffic could be maintained on the old bridge. This
arrangement of spans was, therefore, adopted for both
bridges. However, when excavation was started it was
found that the condition of existing masonry would not
permit excavation for new piers to be carried down to the
required depth without endangering the safety of traffic.
It was, therefore, considered advisable to build a tem-
porary wooden trestle for this bridge also, rather than
attempt to support masonry pedestals on these steep
hillsides.
Plant — Bridge 1.8.
A plant for storage and mixing was installed at each
end of the bridge, and one at the slab yard about a quarter
of a mile east of the bridge. The stone and sand were
piled in the open about 25 feet from the mixer. They were
stored on plank bottoms to prevent admixture of earth.
The cement was stored in three sheds having capacities of
five carloads each. They were built of dressed lumber and
roofed with ready roofing paper. The floors were kept
about 8" clear of the ground in order to make the sheds
damp-proof. Each carload was piled separately; there
being a space of at least one foot all around each pile.
The various materials were wheeled in barrows to the
mixers — stone and sand were measured by barrow loads.
One bag of packed cement was considered one cubic foot.
Water barrels were filled from the City line through 2"
pipes, and the water was measured with pails. At each
Canadian Pacific Railway.
Bridge 0-9 North Toronto Suboivi
Belt Line Ravine at North Toronto
Details of Tower 5-6.
- JTRUT si.
Bridge 0.9. North Toronto Subdivision, Belt Line Ravine at North Toron(j
Details of Tower 5-6.
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
97
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TkxfarmSrutp.n, S//yf/a}t/ - 107000 /if.
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^
— BEH0IN6 MOMEHT DIAGRAMS —
— Outer Cauttw - — Inner Columns. —
4t/r ftfovrerr/s jtioiv/r Sy frejvy L/rv
-HAIfjECT/ON —
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Canadian Pacific Railway.
Brioge 9 North Toronto 5ubdiv
3aT iine Rapine at north Toronto.
5TRES5 5HEET OF TOWER 5"6.
Sx-ibd AH-M1U XcikdBB-tUM *&6 6r Mu turn
Bridge 0.9 North Toronto Subdivision Belt Line Ravine at North Toronto. — Stress Sheet of Tower 5-6.
4 C of Trxks
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Canadian Pacific Railway.
Bridge 0-9 North Toronto Subdiv.
Belt Line Ravine at North Toronto.
Details of 56 R Slabs.
• Jmni/K "/."
3TIRRUPS "Li"
rVOTE-
Concrete IMix/ure •IMS
StiARups 'Li '
Jhmups '/-'.
— Arrangement or Stirrups. —
Bridge 0.9 North Toronto Subdivision Belt Line Ravine at North Toronto. Details of 36 Foot Slabs.
98
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
Canadian Pacific Railway Viaduct, Toronto.
Bridge 1 .8, Finished Deck.
end of the bridge a 75 ft. hoisting tower was erected from
which concrete was conveyed to the various piers and
towers by spouting. At the slab yard the concrete was
wheeled in buggies along a trestle built on a level with the
tops of forms, and dumped directly into the forms.
Plant at Bridge 0.9.
At this bridge only two storage and mixing plants
were installed, one at the west end of the bridge and one
at the slab yard, half a mile east of the bridge. At the
slab yard, materials were stored and handled in the same
manner as at Bridge 1.8. The plant at the bridge site,
however, was entirely different; the stone received here
was too large and had to be crushed and screened to 1"
size. Between the storage pile and the mixer a Gyratory
crusher belt connected to a gasoline engine— was
mounted on a platform about 10 ft. high. This crusher
was fed from the storage pile by a one yard grab bucket and
derrick. The crushed stone dropped through the floor
of the platform to an inclined screen, which screened out
all particles %" and less. The stone was then delivered
from the crusher to an elevated stone bin with an inclined
bottom, located directly above the hopper of the mixer,
"~ T-r^.
Method tor Calculating Dead Load —
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Canadian Pacific Railway
Bridges 09*18 North Toronto Subdiv
at North Toronto.
Method of Calculating Moments in Towers.
Bridges 0.9 & 1.8 North Toronto Subdivision at North Toronto. — Method of Calculating Moments in Towers.
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
99
which was set up on a foundation about four feet above the
ground. The flow of the stone from stone-bin to hopper
was regulated by a steel plate gate, and the hopper was
graduated to receive the correct quantities of stone. The
screenings from the crusher were used mixed with the sand.
The sand was stored on plank bottoms as at Bridge 1.8,
and delivered from there to the elevated bin adjacent to
the stone bin and handled in same way as the stone.
The cement was stored in a shed of similar construction
to those at Bridge 1.8 and was delivered to the mixer by
the derrick. No hoisting tower was used at this bridge
for conveying the concrete. It was wheeled in dump
cars running on a narrow gauge track on a trestle con-
structed at the track level along the bridge. The concrete
was dumped into hoppers at various points along the deck
of the trestle and delivered from there to piers and towers
by metal chutes connected to the hoppers.
Materials.
Stone. — The stone used was partly trap rock and
partly hard limestone, ranging in size from 1" down to l 4 ".
Sand. — The sand was a natural bank and of a granity
composition, well-graded from }i" down.
Cement. — Two brands of cement were used.
" Pyramid Brand," manufactured by the St. Mary's
Cement Company, and " Canada Brand," manufactured
by the Canada Cement Company. They were fairly slow
setting cements; averaging about 3 hours for initial
set, and about 5 j 2 hours for final set.
Canadian Pacific Railway Viaduct, Toronto.
Bridge 0.9 Completed.
J/sit Is t? eric lit/ di fomitrfd m OaiJ Section .
af/<& AM/arlt?/ * //j //off /ex/to? f/r* ■/ J& /wr tJ/rr/rf mjfttm
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Me/rri ate* J/jtj 2*3 m// /.tm te /*Ktd /n Mine
Jbt Mi>4 /»*f>/r rjn te .i*rrro J'rr'f fa //J ///rj/pa.,/
CANADIAN PACIFIC RAILWAY
Bridge 9 North Toronto 5ubdiv
Belt Line Ravine at North Toronto.
Scheme for Erection of Slabs.
Cross Jtrcr/cw "A-A" —
Cross Scction B-b: —
Bridge 0.9 North Toronto Subdivision Belt Line Ravine at North Toronto. — Scheme for Erection of Slabs.
100
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
While the cement was being unloaded from the cars,
one bag in every 50 was opened and a small sample taken
from it. These small samples were mixed into one com-
posite sample for each car (one car contained an average
of 760 bags). These samples were then forwarded to the
testing laboratory in Montreal, shipped in air tight lever
top tins which insured that cement did not air slack in
transit. Each car load of cement was stored separately
in sheds, given a number corresponding to number of
sample and held until the inspector was notified that the
test had proved satisfactory. All cement used was in
conformity with the C. P. R. Cement Specification, 1912.
Treatment of Forms.
The forms were treated with one application of
Petrolatum and neutral oil, mixed in the proportion of one
of Petrolatum to two of neutral oil, or until a creamy con-
sistency existed. After the forms were fabricated, all
holes and large cracks were filled with putty, all knots
and putty fillings were then shellacked. The above
mixture was then applied on inside of forms with a white-
wash brush; the neutral oil penetrated about 34" into the
wood, leaving a thin waxy film of petrolatum on the
surface. The forms, thus treated, did not warp or wind,
and moisture did not cause the grain of the wood to rise.
A number of the forms were used as often as eight times,
and all that was necessary after each stripping was to dust
or sweep them off with an old bag or broom.
Heating.
In the month of November, when the temperature
dropped to 40°F., heating of the materials was commenced.
A live steam jet was introduced into each water barrel,
which kept the water nearly to the boiling point while
the mixer was running. Sand and stone were heated by
perforated steam pipes placed under sand and stone piles.
For the very cold weather, the steam was kept on night and
day. The temperature of the concrete as it left the mixer
was about 55° to 60°F. during the very coldest weather.
For the main track slabs, concrete was poured in as low
a temperature as 25°F. After pouring of concrete, the
tops of slabs were covered with tar paper, kept about 6"
clear of the surface of concrete, a layer of straw was then
packed around the entire form and the whole covered with
tarpaulins. The sidewalk slabs and coping blocks were
protected in a similar manner to the main slabs. The
hand-rail posts were cast in a shed heated by a stove.
Bents were housed in from top to bottom with
y%' tongued and grooved boards; this housing was built
about three feet away from the forms and steam pipes
were run into this space. As an auxiliary to the steam
heat, a battery of four (4) coke burning salamanders was
placed on the ground. With these precautions concrete
was poured at a temperature as low as 10° F., and the
space around the forms could be kept at a temperature of
about 50° F. Heat was maintained for at least three days
after pouring was completed.
The longitudinal struts were also housed in and a
steam line run along each side near the bottom of the
housing. The bottoms of the housings for struts were
packed with straw — the tops were covered with tar paper
clear of concrete, on this was placed a packing of straw and
the whole covered with tarpaulins.
Details of Construction.
Excavation was started during the middle of August,
1917, the soil encountered was generally a hard blue clay,
in some cases coarse sand. Before any concrete was
placed, each foundation was subjected to a loading test
at both ends. An ordinary table having 4-3" x 3"
legs was used for this purpose; the table was loaded with
cement bags filled with sand, the total load corresponding
to four (4) tons per square foot.
Piers. — Concrete in the piers was poured in three
consecutive runs as follows : The footing course was poured
in the open excavation; before this had a chance to set
large boulders and stone from the old pedestals, broken
up to one man size, were imbedded in the top surface in
three rows and about three feet apart; thus a good bond
was obtained with the next course. After the footing
course had taken its final set, forms were erected for the
pier proper and the surface was thoroughly scraped and
slushed with water until all signs of laitance had been
removed. The concrete was now poured for the vertical
portion of pier. After the top surface of same had been
treated in the same way as the footing course, concrete
was finally poured for the batter course of the pier. For
recesses of columns, templets in the shape of a box with
proper number of holes spaced to receive the anchor rods
were placed and fastened in position to the forms of the
batter course. After the last batch of concrete was poured,
the anchor rods were inserted in the holes, and driven to
the right depth in the wet concrete. The forms of the
piers were stripped after two days and the exposed surfaces
rubbed with carborundum stones.
Towers. — Details of towers are shewn on Plate IV,
and photographs show clearly the details of forms. In
erecting the forms great care was taken not to have any
parts braced to, or allow any to come in contact with the
trestle carrying traffic, so as to avoid disturbance of
concrete while it was setting. The concrete was poured
from strut to strut, the brackets at the end of each strut
forming hoppers to receive concrete. At every con-
struction joint, trap doors had been arranged in the column
forms in order to permit removal of all laitance and thor-
roughly to clean the surface before any new concrete was
poured. The concrete in the column forms was spaded
by long handled spades, and the outsides of the forms were
beaten with wooden mallets to free any air. A good
smooth surface with very few air pockets resulted there-
from. The column forms were stripped after four or
five days in warm weather, and after a week or ten days
in cold weather. The strut sides were stripped after seven
days in warm weather and after two weeks in cold weather.
The bottoms of the struts were not stripped until absolutely
necessary and never before three weeks in warm and four
weeks in freezing weather. All surfaces of towers were
rubbed down with carborundum stones.
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
101
Slabs. — Details of slabs are shown on Plate V and
details of forms on Plate VI. Forms were made
collapsible, as is clearly shewn in details. A new bottom,
however, was made for each slab. After assembling of
forms one end was left open until all reinforcing bars were
properly placed and wired together. Bars were sup-
ported on pre-moulded dove-tailed concrete blocks 1~W
thick ; this made suspending wires unnecessary, thus
avoiding obstructions to levelling off top surface of slabs.
On slabs, only the exposed surfaces of outer slabs were
rubbed down with carborundum stones.
Erection of Slabs. — Erection of Main slabs of Bridge
0.9 was started on February 22nd and completed on
April 10th, 1918. On Bridge 1.8 erection started on April
11th and the last slab was placed on June 1st, 1918.
The longest slab weighs 56 tons.
As the 100-ton wrecking crane did not have the reach
required for placing these heavy slabs, a special scheme of
erection had to be devised. This is shewn on Plate VII,
and photographs. At the slab yard, one end of the slab
was lifted on to a freight car truck, the other end suspended
from the crane. The slab was thus pushed ahead by the
crane on to the bridge. Two timber trusses specially
constructed for the purpose were placed far enough apart
to permit the slab to be lowered down to the bents. The
end of slab resting on the track was then hitched to a
trolley, which was running on rails on top chord of trusses.
The derrick was then moved ahead until the slab had
reached the position for lowering down to rollers on caps;
after the slab was on rollers, it was moved sideways on
them to its final position. When all slabs of one span
were erected, the erection trusses were moved forward
by the crane to the next span and same operation repeated.
The actual cost per cubic yard of concrete in the
various parts of the structure at 1.8 North Toronto, was
as follows:
Piers.
Forms. — Including labor, o.h. expenses,
and contractors' commission $1 .35 per cu. yd.
Concrete. —
Materials 3.94
Freight for sand, stone and cement 0.87
Labor 1.61
Incidentals, o.h. exp. and comm. 0.98
Steel 1.07
$9.82 per cu. yd.
Abutments.
Forms. — Including labor, o.h. exp. and
commission $4 . 38 per cu. yd.
Concrete. —
Materials 3 . 70
Freight on sand, stone and cement 0.76
Labor 3 . 38
Heating 1.28
Drainage and waterproofing . 16
Incidentals, o.h. exp. and comm. 1.59
Sin I 2.54
Toivcrs.
Forms. — Material, labor, o.h. exp. and
commission $13 . 32 per cu. yd.
Concrete. — ■
Materials 4 . 53
Freight on sand, stone and cement 1 .00
Labor 5.75
Heating 4.19
Incidentals, o.h. exp. and comm. 2.65
Steel 14.12
$45.56 per cu. yd.
Slabs.
Forms. — Material, labor, preparing of
slab yard, incidentals, o.h. exp.
and commission $9 . 15 per cu. yd.
Concrete. —
Materials 5.67
Freight on sand, stone and cement 0.97
Heating 0.20
Labor 3.11
Incidentals, o.h. exp. and com.. 1.55
Steel 13.45
$34.10
Cost of erection of slabs, per cu. yd. 7. 18
$17.79 per cu. yd.
$41.28
Regarding the item, Heating of Towers, the average
cost of $4.19 is shewn; as, however, only about three
fifths of the towers required heating, the actual cost per
cu. yd. was approximately $7.00.
The average cost of materials used and the average
rates of wages paid were as follows:
Materials. —
Lumber $38 . 50 per M.
Stone 993 per ton.
Sand 295 "
Cement (including bags) 2 .00 per bbl.
Wages. — ■
Carpenters 51 cts. per hour.
Carpenters helpers 40
Laborers 37^
Engineers on mixers 55
Concrete finishers 41 "
The work was carried out under the direction of
J. M. R. Fairbairn, chief engineer, P. B. Motley,
being Engineer of Bridges - - J. H. Barber, with
A. H. Munson as assistant, was engineer in charge of
construction, while the necessary investigations, calcula-
tions and details were worked out by the writers. The
contractors for Bridge 1.8 were Wells & Grey Ltd., and
for Bridge 0.9 The Dominion Construction Company, both
of Toronto.
102
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
Can Earth Roads be Made Satisfactory?
By II. S. Carpenter, A.M.E.I.C., Deputy Minister, Department of Highways
Many states south of the International Boundary are
known to the road building fraternity as " earth road
states." To be thus characterized does not of necessity
imply a reflection on the condition of the roads. It may
mean that these states like the Province of Saskatchewan
have not been supplied by nature with material from which
broken stone or other hard road metal can be obtained
within their boundaries, and that they are obliged to make
the best of the clay, sand and gravel which is found
comercially available for road construction purposes.
We know that some states have used this inferior road
building material to good purpose. If in addition to being
known as an " earth road state " a state has earned the
right to be called also a " road drag state," it will have
gone a long way towards removing any reproach which the
former term may imply.
Saskatchewan is an earth road province and although
it would be rashness for any one to state that sometime in
the future this province may not be served by main roads
surfaced with some form of durable road metal we have
to face the fact that there is not at present available
material from which to obtain broken stone with which to
build hard surfaced roads. This material has been shipped
into the province for use in paving our city streets. There
is also the possibility that it may be obtained from the
rock deposits which cover the northern parts of the pro-
vince. The cost of this material at present makes its
use prohibitive for any extensive program of improvement
of our country roads. The same may be said of the
relatively small amount which can be obtained from field
stone.
We sometimes indulge in speculation as to whether
or not some process of treatment may not be devised by
which our Saskatchewan clays or gumbo soils may be
converted into a material which may be used as a substitute
for the broken stone, slag, or other hard durable road-
building material found in other countries. It is pointed
out that it took many years of patient labor and experi-
menting to demonstrate that the soil of this great north-
west would produce crops. Many of us remember not so
many years ago when it was said that the Regina plains
were barren. Other sections of this country were at one
time looked upon as hopeless from an agricultural point
of view. Through the hard work, perseverance and
intelligence of the earlier settlers all difficulties were
overcome and it was demonstrated that Saskatchewan
mud could be so treated as to be converted into the very
best of farm lands. It is reasoned then that there is
reason to hope that the road builder may in a similar
manner work out his own salvation, and in time evolve
ways and means of converting the prairie soils into service-
able road metal. Certain characteristics of Regina gumbo
it must be admitted are such as to lend encouragement
to this optimistic outlook. If you will go out onto one of
the unpaved streets of this city a few hours after a rain
when the surface has dried out sufficiently to have lost its
stickiness, but is still plastic, it will be found that portions
*Read before the Annual Meeting of the Saskatchewan Branch,
January 9th, 1919.
of the surface which have been rolled out and compressed
by heavy motor wheels have been converted into a material
which in that state would make a good road surface. It is
so hard that it will take a polish, as tough as leather, and so
dense that one would expect it to be waterproof, as it
dries out under the rolling of traffic these properties in-
crease. If we could devise some means of fixing it in this
condition it might be utilized as a serviceable road metal.
But we know only too well what happens to it the next time
it rains.
Methods of burning clays have been tried in the con-
struction of " burnt clay " roads. This has met with
more or less success in districts where fuel is plentiful and
cheap, but this treatment does not promise success in this
province where fuel is scarce.
We do not wish to dampen the enthusiasm of the
optimist or even of the dreamer, on the contrary they
should be encouraged, but in the meantime it does not seem
wise that we should defer our hopes of providing this
province with good roads until some genius has evolved
some magical process of transmuting Saskatchewan
mud into hard road metal.
It would seem then that we should devote our energies
to making the best use of the material commercially
available which, generally speaking, is the material which
is within scraper haul or at most waggon haul of our roads.
This does not imply that we should not make a judicious
selection of this material. In fact it is the neglect to
exercise judgment in this respect which is responsible for
the construction of a great many miles of poor earth roads.
Instances of this are noted in the attempt to construct
grades across sloughs when advantage is taken of a dry
season to build the grade from the soft alkali mud which
often forms the bed of the slough regardless of the fact
that good material can be obtained from the banks of the
slough. Even where it is necessary to cut down these
banks to provide a suitable grade at each end of the
fill, good material excavated from these banks is some-
times wasted rather than incur the little longer haul that
its use involves, as compared with scraping in the material
from the bottom of the slough.
Again attempts are made to build a road entirely of
light sandy material or even of fine sand, when clay could
conveniently be obtained to mix with the sand to construct
a sand clay road, or conversely a clay road is built not-
withstanding the fact that sand suitable for mixing with
the clay can be conveniently obtained.
It may be noted also that we are not making the
most of our resources in gravel. In many districts
gravel can be obtained convenient to our roads, and
although the presence of these gravel deposits is more or
less generally known in each locality this is ignored
by those in charge of road improvement work. In order
that greater advantage may be taken of our gravel supplies
it would be well for each rural municipality to undertake
a survey of the municipality to ascertain its resources in
the way of gravel and sand. This information should be
so recorded as to be available in connection with any
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
103
scheme of road improvement planned by the municipality.
Control of many of these deposits could probably be more
readily obtained now than later on after the value of the
gravel and sand has increased. A start has been made by
the Department of Highways to collect information as to
location, extent and quality of gravel and sand deposits in
the province. It is hoped this information will be very
useful both to the department and to the rural munici-
palities in carrying out, not only road construction, but
also in connection with the construction of concrete
culverts and bridges.
It cannot be too forcibly insisted on that the question
as to whether or not earth roads will prove satisfactory is
largely a question of maintenance. The necessity for this
should be faced at the inception of any scheme of road
improvement. Provision for financing the improvement
should also include provision for adequate maintenance.
The satisfactory road to be built in any locality we
may assume to be that road which is most suitable to the
conditions for which the road is to be used. The conditions
to be considered are soil, climate, nature and extent of the
traffic, and the materials available, but also unfortunately
we cannot overlook the condition that the road must be
suitable to our ability to pay for it. This latter condition
so dominates the others that it is generally accepted that
we are justified in expending on a scheme of highway
improvement only so much as will represent a safe sound
investment upon which dividends will be paid, not in
actual cash disbursements but in actual cash savings to the
community to be served and which has to bear the cost.
That is, the tax which will have to be borne to finance the
improvement must not exceed the tax which is imposed
because of the poor condition of the roads.
The suitable class of roads then is the one that can be
built, financed, and maintained from the annual savings
represented by the difference in cost of hauling over poor
roads and the cost of hauling over the improved road.
A careful study of the costs of hauling over different
classes of roads has been made by the United States Office
of Public Roads, and also by officials of some of the high-
way departments of the different states. The United
States Office of Public Roads gives the cost of hauling on
unimproved roads throughout several different states as
varying from 24 to 37 cents per ton per mile, or an average
of 30 cents. From the insufficent data I have been able to
gather it would appear that the cost in Saskatchewan is
at least as high as 30 cents.
The cost of hauling on improved roads is given as
10 cents per ton mile on the first class roads in European
countries before the war, making allowances for extreme
variations in wages between Europe and the United
States, the cost in this latter country is given as not to
exceed 20 cents on improved earth or sand clay roads, and
from 15 to 12 cents on good gravel, macadam or other
more expensive pavements. Similar figures for Saskat-
chewan are for obvious reasons not available.
B. K. Coughlan, Professor of Highway Engineer-
ing in the Agricultural and Mechanical College of Texas,
gives the following very conservative -figures for the
saving in the cost of hauling effected by the following
classes of improved roads in cents per ton mile : earth or
sand clay roads, l\- 2 cents; gravel roads, 10 cents; bit-
uminous macadam, concrete or other expensive pave-
ments, 15 cents. These figures are made use of in the
computations submitted below. It should be noted here
that these figures do not take into consideration the saving
in wear and tear on vehicles, harness and animals, nor do
they include the undoubtedly great benefits to the
community from improved social opportunities, greater
comforts, and other benefits resulting from improved
roads which, however apparent, are difficult to value in
dollars and cents.
Having then the annual saving in hauling costs, if
we ascertain the annual traffic which the road system
slated for improvement will carry reduced to ton miles
we can calculate the annual saving to the community which
the improvement will produce. We can then capitalize
this amount and thus determine the class of road which is
economically suitable. Or conversely having the cost of
constructing, financing and maintaining a certain class of
road it can be ascertained the minimum of traffic which
would be necessary to justify the investment.
In this discussion it is assumed the money necessary to
cover the improvement will be obtained by the sale of
bonds or debentures. This means that included in the
cost must be ample provision for annual maintenance
sufficient to preserve the investment during the currency
of the bond. This provision is a matter that is too fre-
quently overlooked. Bond money should not be spent for
road improvement unless the arrangement provides for
adequate maintenance.
The annual cost of the improvement then is the
interest on the bonds, the annual sum needed to retire the
bonds at maturity, and the annual cost of maintenance.
The bonds for earth and sand clay roads should not run
over 20 years. This may be extended to 30 years for
gravel, macadam and the more expensive pavements.
Following then the method of calculation adopted
by Professor Coughlan we can determine the amount of
traffic which a road will have to carry to justify an issue
of bonds to convert it into an improved road of any
particular class as follows:
Earth Road.
Cost of construction estimated at $1000 per mile.
Annual cost of maintenance at $75 per mile; Interest
on bonds at 6%. Interest on sinking fund 3}4%- Bonds
to run 20 years. The annual cost then equals .09536 x
1000 plus 75 equals $170.36, which at a saving of 7^ cents
per ton mile would require a traffic of 2270 tons or about
8 tons for each working day.
Sand Clay Road.
Cost of construction estimated at $1500 per mile.
Annual cost of maintenance at $125 per mile. Interest on
bonds at 6%. Interest on sinking fund at 314%. Bonds
to run 20 years. The annual cost then equals .09536 x
1500 plus 125 equals 268.04, which at a saving of 7]/ 2 cents
per ton mile would require a traffic of 3570 tons or about
12 tons for each working day.
104
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
(travel Road.
Cost of construction estimated at $3000 per mile.
Annual cost of maintenance at $225 per mile. Interest on
bonds at 6 ( ' ( . Interest on sinking fund at 3^%. Bonds
to run 30 years. The annual cost then equals 3000 x .07937
plus $225 equals 463.11, which at a saving of 10 cents per
ton mile would require a traffic of 4630 tons or about 15
tons for each working day.
Water Bound Macadam Road.
Cost of construction estimated at $9200 per mile.
Annual cost of maintenance at $525 per mile. Interest
on bonds at 6%. Interest on sinking fund at 3 ] 2 f <• -
Bonds to run 30 years. The annual cost then equals
.07937 x 9200 plus 525 equals 1255.20, which at a saving
of 15 cents per ton mile would require a traffic of 8366
tons or about 28 tons for each working day.
Bituminous Bound Macadam Road.
Cost of construction estimated at $10,300 per mile.
Annual cost of maintenance at $700 per mile. Interest on
bonds at 6% . Interest on sinking fund at 3^9? • Bonds
to run 30 years. The annual cost then equals .07937 x
10,300 plus 700 equals 1517.50, which at a saving of 15
cents per ton mile would require a traffic of 10,116 tons
or about 34 tons for each working day.
The cost of constructing water bound macadam and
bituminous bound macadam roads used above at $9200
and $10,300 per mile, respectively, is taken from a report
of the United States Office of Public Roads on the average
cost of constructing in the years 1908 to 1911 of 137 miles
of the former class of road and 85 miles of the latter, the
width of the road paved being in both classes 15 feet.
I would not venture an estimate of what these two
classes of pavement would cost in Saskatchewan.
I have endeavored to give the results of the above
calculations a local application, but, unfortunately, traffic
census on any of our main roads are not available. Lacking
more definite data I have assumed a hypothetical case.
Assuming a main market road leading out from a market
center in one direction for a distance of twelve miles and
considering only the traffic which originates on the farms
for which the road is the main market road ; neglecting then
the traffic in coal, lumber, and other supplies from the
market town to the farms, also any traffic which may use
the road, but which originates outside the area tributary
to the road. I have assumed that each quarter section
will annually yield 30 tons of produce or equivalent to
1000 bushels of wheat. The traffic on each mile num-
bering from the town out would be as follows:
1st mile 7320 tons
2nd " 7200 "
3rd " 6800 "
4th " 6400 "
5th " 5880 "
6th " 5280 "
7th " 4680 "
8th " 4080 "
9th " 3000 "
10th " 2520 "
11th " 900 "
12th " 840 "
Comparing these figures with the results of the com-
putations for each class of road we find that on no part of
this road would the traffic warrant the construction of
either water bound or bituminous bound macadam surfaces.
The theoretically suitable road would be constructed of
gravel for the first six miles, sand clay for the next two
miles earth for the ninth and tenth miles and the last two
miles would not carry sufficient traffic to warrant even an
earth road. In actual practice, of course, the total length
of the road would be included in the scheme of improve-
ment and the class of road built be that which the average
traffic over the whole stretch would justify.
If the road under discussion in addition to being a
local market road were also an interurban road or a trunk
road there might be added to the local traffic sufficient
through traffic to justify more durable and more expensive
pavements. We must face the fact, however, that in
comparison with our small population we have a very
large mileage of roads to construct and maintain; so that
when we are confronted with the question as to whether
we should use the money available to build one mile of
bituminous bound macadam road or ten miles of improved
earth road, we are forced to the conclusion that the
province will be best served by making the best use of the
material commercially available and that for the present
at least we should devote our energies to the improvement
of our organization for constructing, maintaining and
financing our earth roads.
Economy in Ocean Transportation
By A. W. Robinson, M.E.I.C.
The purpose of this paper is to direct attention to a
few points connected with ocean transportation which
are deserving of special attention now in view of the altered
conditions consequent upon the war. In the replacement
of lost tonnage we have now an opportunity to make a
distinct advance upon previous practice. It is incumbent
upon us to make such an advance and to increase the
efficiency of everything connected with ocean transporta-
tion to the utmost possible extent in view of the new con-
ditions of increased cost of fuel, labor and materials, and
the competition of other nations.
*To be read before the Montreal Branch, Thursday, February 6th.
Conservation of fuel whether it be coal or oil is now a
national necessity. Economy in the generation and use
of propelling power is now highly developed, and the
gains that can be made in that direction are comparatively
small. It is in the direction of larger units more efficiently
employed that we must look in order to obtain a greater
output per man and per horse-power.
How can larger and more economical vessels be pro-
fitably utilized, what is their relative economy, and what
are their limitations ? The writer will endeavor to present
facts and data that will enable an independent judgment
to be formed.
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
105
During the four years that have elapsed there would,
in ordinary times, have been a natural increase of require-
ments to be provided for, but this cannot be figured at the
normal rate because of the great interruption to trade and
commerce. Much of that trade will now have to begin
where it left off and the enormously increased transport
due to war material having now ceased is no longer a
factor.
During the closing months of war a powerful impetus
was given to building vessels of any kind that would
promise quick delivery, and a large programme was
entered upon, the United States alone undertaking to build
25 million tons. All other nations are striving to contri-
bute their quota. It is impossible to foresee the future or
to say how far the present building programme will be
pushed, but if one may venture on an opinion, there will
soon be a superabundant supply of the smaller class of
ships now being built. It is now necessary to meet new
conditions and build more permanent tonnage. It is
most important that the permanent ships now building
and to be built, should be in every way suited to carry
cargo at the least cost and that all the factors that contri-
bute to this end should be most carefully studied.
The increased cost of construction and of fuel and
labor and the likelihood of competition from Japanese
and other sources all have to be met. The earlier ships
built during the present period will be handicapped by
excessive first cost and to some extent also by inferior
construction due to haste and inexperience. For reliable
service under stress of all weathers and for freedom from
repairs and breakdowns nothing but the best and
staunchest construction dictated by long sea experience
will suffice. In view of the increased cost of fuel and
labor it will be necessary to improve the design not only
of the ship itself but of every thing connected with ocean
transportation, including means for rapid and economical
handling of cargo and improved terminal facilities in
general.
These questions are receiving close study and
attention from both naval architects and ship owners as
well as shipping registry societies and port authorities.
There is a society of " Terminal Engineers," and a monthly
journal called " Freight Handling and Terminal En-
gineering," now in its fourth volume.
There is also a comprehensive survey of the resources
and development of the British Dominions contained in
the great report of the Dominions Royal Commission,
already referred to. This report being prepared by the
most competent authorities and having for its object the
economic linking up of the great Dominions of the Empire
merits our most careful study and earnest co-operation.
This Commission was appointed by the British
Government in April, 1912, and made its final report in
March, 1917, so that it covers much of the war peried.
Its proceedings and evidence are contained in nine volumes
and include the most complete and exhaustive study of the
relations of the Dominions to the Empire and to each
other that has ever been made.
That portion of the report dealing with the question
of ocean transportation is so important that I quote a part
of it as follows:
"The war has abundantly demonstrated that the life
of the Empire depends upon its sea communication.
Whatever the existing magnitude of the ocean-borne
commerce between the United Kingdom and the Do-
minions, and whatever the prospect of its development in
the future, producer, manufacturer and merchant alike
are concerned and vitally concerned with securing cheap,
regular and efficient transport for their goods, and conse-
quently with the progressive improvement of the Empire's
shipping facilities."
" We emphasize this point for we feel that in discus-
sions as to the best means of fostering trade within the
Empire, its importance has been obscured by other
factors affecting the exchange of merchandise, and in
particular to the prominence given to fiscal legislation.
In our view cheap sea transport is not only of importance
in relation to other means of fostering exchange of mer-
chandise, but it also confers absolute advantages on the
countries which possess it. So long as freights are cheaper
and means of communication better between the Mother
country and the Dominions overseas, and between the
Dominions themselves, than between foreign countries
and the Dominions, so long will trade naturally follow
Imperial channels. If, therefore, it is possible to devise
some means of permanent betterment of sea-routes within
the Empire, a powerful impulse will have been given to
Imperial trade, while the strength and cohesion of the
Empire will be notably increased."
' The development of cheap, regular and efficient
transport (and indeed of quick transport) depends in the
last resort on increase in the size and draft of sea-going
vessels, and consequently on the existence of harbours
and waterways of a capacity and particularly of a depth
adequate to receive such vessels."
'To some extent these considerations have influenced
the minds of ship owners, naval architects and harbour
authorities, but the improvement of isolated harbours is
of little avail unless all the harbours on a given route are
brought up approximately to the same level. Joint
co-ordinated action is required. Individual disconnected
effort is of little use. It is, therefore obvious that efforts
should be made to correlate and develop the existing and
future capacity of harbours and waterways on the great
trade routes of the Empire, and to suggest a general scheme
for improving the ports on these routes."
The report goes on to state that so far as the
Dominions are concerned, Canada is most favored by
nature with deep and extensive harbours both on the east
and west coasts. Full data is given of all trade routes
and available depths at present in all principal harbours,
and estimated work to be done at various points to bring
them up to standard.
A depth of 40 ft. is recommended as being the limit
at present available in principal ports, and that can be
attained in some other secondary ports within reasonable
time. We have, or soon will have this depth at our own
ports on the Atlantic and Pacific. The Panama Canal
is 40 ft. Hong Kong, Singapore, Sydney, Hobard and
Capetown are all 40 ft. Shanghai contemplates 50 ft.
The most efficient size of a vessel fixed upon by this
Commission is the largest that can make use of these
main ports, and will be a vessel 660 ft. long, 38 ft. draft,
106
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
and about 25,000 tons deadweight capacity. Vessels
of this size are proposed for the main trade routes to
Australia, via Capetown, and to Canada. Also a line
from a British port to New Zealand, via Halifax, Bermuda,
Jamaica and Panama Canal, giving a faster mail route
than via Suez. It is not generally realized that the
Panama Canal is directly on the shortest sailing line from
Britain to New Zealand and that the distance is 560
nautical miles shorter than the mail route via Suez.
Mail services are also an important subject for dis-
cussion. Much improvement can be made in the methods
that prevailed before the war in our transatlantic mail
service. Instead of numerous trans-shipments by methods
involving delay, injury and risk of loss, it should be pos-
sible to run a mail train alongside the ship and fit portable
rubber belt conveyors that would take the mail bags from
the railway car and deliver them directly into the mail
room of the ship through a door in the ship's side designed
for the purpose. A further improvement would be an
ample postal station as part of the railway terminal, so
that trucking the mail bags through the streets or along
station platforms among passengers and baggage would be
avoided.
The increased cost of labor and fuel makes it necessary
to devise new ways and means to meet this cost. If all
countries suffered the same relative increase we would be
in much the same position as before. Manual labor
must be superseded by mechanical appliances. Where
manual labor cannot be dispensed with it should be sup-
plied with such mechanical aids as will render it more
effective. In the manufacturing industries it has been
shown repeatedly that the most important factor in
cheap production is not the rate of wages, but rather the
increase of output. We can well afford to pay high wages
with efficient plant and large output.
As in railroads economy in haulage has been obtained
by increase of train loads, so in marine transport the
simplest and most direct way to reduce costs is to increase
the capacity of ships so as to carry more tons of freight
per unit of labor and fuel. Theoretically the larger the
vessel the greater the economy but practically there are
limitations. These limitations are not rigid, and do
not bind down the ship as do railroad limits of size, but
are elastic and depend on commercial considerations of
traffic, freight handling and depth of water, and can be
expanded to any extent.
The question is, how far can we go efficiently in
increasing the size of ships ? The discussion which follows
will enable us to find the answer.
In November, 1902, the writer read a paper before
this Society on " The Economy of Large Ships, "in which
he stated the principles governing the case and pointed
out that when the 30 ft. channel to Montreal was completed,
we could employ a vessel 520 ft. long, 61 ft. beam and 30 ft.
draft, which would carry 12,000 tons deadweight at 13
knots speed on 5 lbs. of coal per 100 ton miles. He also
pointed out the economy that would result in even larger
sizes and deeper draft. That limit has been long since
reached and passed. A very full discussion was contri-
buted to that paper by the late E. L. Corthell and printed
in our transactions, in which he ably reviewed the develop-
ment of ocean traffic up to that date
The degree to which size can be carried to be profitable
is limited, not by any problem of construction but by
depth of water and commercial considerations of traffic.
The superior economy of the large vessel is generally
recognized. There exists some difference of opinion as to
the limits to which great size can be carried to advantage.
Economy in railway transport has been attained by heavier
train loads and full car loading. The same principle
applies to ships except that they are not limited like
railways, and hence can derive a greater benefit.
The following table shows the comparative economy
of cargo vessels of 2500 to 25,000 tons deadweight capacity:
Deadweight Capacity tons 2500 5000 10,000 15,000 20,000 25,000
Length of vessel ft. 215 300 430 510 590 675
Beam " " 36 44 58 68 72 80
Draft of water, loaded. " 22 25 28^ 32 34 36
Speed, sea-miles 11 11 11 11 11 11
Indicated H. P 1460 1900 2800 3750 5000 6000
Coal per hour lbs. 2920 3600 5000 6380 7350 7950
Coal consumption lbs.
per 100 ton-miles. . . 10.6 6.5 4.5 3.9 3.3 2.9
In the above table the dimensions may, of course, be
varied to suit different designs, as for instance, if deeper
draft can be allowed the hulls may have less length and
beams, but the comparison is sufficient to illustrate the
great saving in coal consumption in the larger sizes.
Thus, a vessel of 2500 tons deadweight consumes 10.6 lb.
of coal per 100 ton-miles at 11 knots, while a vessel of
25,000 tons only consumes 2.9 lb. per 100 ton-miles at the
same speed. In other words: a given amount of cargo
is carried in the larger vessel with 27 per cent of the fuel,
a saving of 73 per cent, with intermediate sizes in pro-
portion. Not only is there a saving in fuel but in labor
also. These savings are cumulative as the space saved
by reduced percentage of machinery and fuel goes to
increase the paying cargo space. It will be seen that the
largest size vessel in the table corresponds closely with
that proposed by the Dominions Royal Commission.
The saving in labor in the large vessel is also most
important. The question of finding crews for a great
number of small vessels is already proving a problem.
Inevitably the standard of skill and experience must be
lowered and this will result in loss and inefficiency. The
number of crew will vary in different services, but roughly
speaking a vessel of 5000 tons deadweight may have a crew
of 35, while a vessel of 25,000 tons would only require
about 68. That is to say twice the crew would carry
five times the cargo. For oil-burning vessels the saving
would be still more marked.
A further advantage of the large vessel is that less
wharf frontage is required for a given tonnage. Thus a
berth for one vessel of 25,000 tons deadweight would be
about 700 ft. long, whereas berths for two vessels of 12,500
tons would be 1,000 ft. and for four vessels of 6250 tons,
about 1500 ft., and so on, in proportion. Consequently
the cost of wharfage accommodation is actually less for
the large vessels, although the depth of water required is
a few feet more. The concentration of so much cargo on
a small frontage will, however, make necessary more floor
JOURNAL OF THE ENGINEERING INSTITUTE OF. CANADA
107
space in the sheds and much better distribution facilities
than for the smaller ships. In other words, the harbor
accommodation must be designed to suit the vessel and the
traffic.
What are the conditions essential to enable us to use
successfully these large and efficient vessels?
Unless they can be worked under suitable conditions
they will yield no benefit. These are: (1) Sufficient
volume of trade on a regular route to furnish full cargoes,
or nearly so; (2) Sufficient terminal and warehouse
facilities at both ends of the route to collect and hold
available a full cargo ready for loading during the time in
port; (3) Improved mechanical appliances for rapid
loading and unloading so that the time in port can be
reduced to a satisfactory minimum; (4) Sufficient depth
of water and sufficient space for manoeuvering in port.
Let us consider more specifically the foregoing points.
The first condition, that of sufficient traffic, can be deter-
mined from statistics of any given trade route, with allow-
ance for future changes. We are not now considering the
tramp steamer, which must seek trade where it can find it,
and which must necessarily be restricted to the smaller
class of vessel. There is no doubt of ample traffic being
available on the main trade routes.
The second condition, that of terminal facilities, is
one which is now receiving great attention. To utilize
the large economical ship, we must assemble 25,000 tons
of outgoing cargo at a time in sufficiently close proximity
to the ship's side so that it can be rapidly handled, and at
the same time provide for incoming cargo. We must also
consider the rail and water facilities for assembling this
cargo economically. It will require about 15 train loads
to fill such a ship.
Improved mechanical appliances for handling cargo
are essential to economy. In the case of bulk cargoes as
grain, coal or oil, mechanical means can be and are used
most efficiently, and the time of loading and unloading
is very short. But with miscellaneous freight no means
have yet been devised to supersede hoisting by slings or
skips which must be loaded by hand in the hold of the
ship. The limiting point will be, therefore, the rate at
which slings or skips can be loaded. The hoisting
apparatus should be so improved that the lifts are made
with safety and high speed, and the capacity of the lifts
should be in excess of the capacity of the men to load them
so that there should be no waiting. The number of
hatches should be as many as can be arranged on the
vessel, and with as large openings as possible so that two
or more lifts can be used at each hatch.
The chief mechanical improvements which can be
made are the adoption of electric hoists on shore instead
of steam winches on the ship, and electric trucks to receive
the load directly from the hoist and carry it away to avoid
congestion. In this way manual labor can be reduced and
hand trucking done away with. The electric winch should
be double drum, and the hoist arranged with two points
of suspension, one over the hatch and one over the point
of deposit. In this way perfect control at high speed can
be obtained, and no swinging booms or derricks are
required.
If the 25,000 tons of cargo in the ship proposed by the
Dominions Royal Commission can be unloaded at eight
hatches with sixteen hoists, each working at 40 tons per
hour, the ship can be unloaded in 40 hours. Much depends,
of course, on the character of the cargo.
As long as we are obliged to handle miscellaneous
freight in packages of every conceivable size and shape
so long will the loading process be subject to more or less
delay due to hand manipulation. Some improvement
might be effected by giving a preferred rate to standardized
packages specially adapted to quick loading. Something
may also be done to save the ship's time by carrying small
freight in large crates or containers that can be quickly
lifted and closely stowed.
In repetition work as in unloading a vessel, a time
study should be made of each movement to a fraction of
a second showing where the losses are and the methods so
improved as to eliminate them.
It has been a time-honoured custom for each ship to
have a complete outfit of steam winches and derricks to
discharge her own cargo. For the tramp steamer and
for ports not properly equipped this is, of course, necessary.
But why perpetuate it, and why carry a deckload of obso-
lete winches and derricks cumbering the ship and weighing
hundreds of tons when the work can be better done by
electrically operated winches on shore ? The steam winch
as used on shipboard is probably the most wasteful form
of power known. With its long steam pipes and general
maintenance it costs at least ten times as much to operate
as an electric motor on shore. Hatchways could be made
larger if the winches were omitted, and the weight of the
whole outfit added to paying cargo capacity. Elecricity
can also be made available for rapid distribution and
stowage of the cargo on shore.
To give effect to this plan requires that all ports of
call for this special ship be fully equipped with all the
necessary appliances and standardized to suit the ship.
A point for discussion is, shall we construct our ships to
suit present terminal facilities and channel depths, and'
thus put a limitation on them, or shall we adopt a size and
type of ship that will give the utmost economy for a
particular route, and then design the terminals and shore
equipment at both ends of the route to suit that ship ?
The writer believes that the latter should be adopted and
that great economies would thereby result.
The most perfect example of the success of this
policy is found in the ore-carrying fleet of the Great
Lakes. Here, as is well-known, the vessels are standard-
ized, no unloading equipment is carried on them, and the
utmost economy and quick despatch is secured. The
hatchways are spaced a uniform distance apart so that
a vessel of any length and any number of hatchways
will fit under a row of fixed loading shoots and also under
the unloading equipment. While the Great Lakes type
of vessel and unloading equipment would not be suitable
for ocean traffic with miscellaneous cargo, the central idea
of a standardized vessel with all cargo handling equipment
co-ordinated to it and placed on shore finds full vindication.
Portable and inexpensive high-speed electric hoists could
be spaced along to suit any number and arrangement of
hatches, having a double wire-rope tackle carried in snatch-
blocks overhead, and requiring no swinging booms or
expensive cranes except for special or heavy lifts. They
would also be flexible and would suit any spacing of hatches.
The elaborate equipment of travelling and revolving
cranes at some foreign ports is often referred to as an
example for us to copy. The author thinks that any
system of cranes, especially those involving heavy travel-
ling or revolving parts, is much too slow.
It has been customary hitherto to consider the design
of a cargo vessel as inseparably connected with the number
of hatches and derrick systems that can be arranged along
the deck, and to consider the time required to unload the
108
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
cargo by this means as one of the factors acting adversely
to the large vessel. This was brought out by a paper by
John Anderson, on "The most suitable sizes and speeds for
General Cargo Steamers," read before the Institution of
Naval Architects, March, 1918. In this paper the author
discusses fully the characteristics of five sizes of cargo
vessels with the number and arrangement of winches and
derrick systems to each and shows that at the estimated
rate of working the time in port would vary from 2.37
days for 1800 tons deadweight to 13 days for 18,000 tons
The latter is the largest size he considers and he concludes
that at this size the large vessel begins to be less efficient
because of the long time required in port. The most
efficient cargo liner he places at 450 ft. long and a maximum
draft of 28 ft., and in view of this maximum draft he
thinks it is an open question whether the proposed deep-
ening of trade routes' should be considered prior to other
improvements. Mr. Anderson is undoubtedly right in
his conclusions, based on the slow unloading rate of ships'
winches, but instead of resting content at 28 ft. draft
because of inefficient unloading appliances, the writer
thinks that the cargo handling arrangements and terminal
facilities should be improved so that we can reap the bene-
fit of the large vessel as already pointed out.
The relative advantages and disadvantages of large
ships are clearly pointed out by Mr. Anderson in his paper
as follows. The principal advantages are : 1st, reduced
initial cost in relation to the deadweight; 2nd, reduced
horsepower, crew and coal required in relation to the
deadweight; and 3rd, greater seaworthiness. These
are all indisputable and well recognized.
The disadvantages he states as follows : The increased
length of time required to load and discharge; the un-
suitability of certain harbors, loading berths and dry
docks, and greater loss in case of mishap or disaster.
Let us consider these disadvantages specifically. First,
as to longer time to load and unload. Undoubtedly it
will take longer time to discharge 25,000 tons than a less
amount, but this can be greatly reduced by improved and
faster methods as already pointed out. Furthermore, the
cargo can be discharged from the large ship at a much
faster rate than from the small owing to the greater
number of hatchways and hoists in use at once, conse-
quently the detention does not increase as the weight of
cargo, but in a much smaller ratio.
The second disadvantage is the unsuitability of many
harbors, berths and dry docks, etc. My answer is, let
these small and unsuitable harbors continue to be served
by the smaller vessels and by the tramp steamers, of
which we will soon have a superabundance, and let us
equip certain harbors on our main trade routes specially
for the most economical ship.
The last point is the greater risk of loss in the large
vessel. The best answer to this is experience, and statistics
show that total losses of large and seaworthy ships are
comparatively infrequent. Furthermore, as pointed out
in my former paper on " Economy of Large Ships," the
risk of accident is in proportion to the number of voyages
and these are less in the large ship. Finally the risk of
possible loss can hardly be adduced as a valid argument
to cause us to forego the undoubted advantages.
The question of draft of water is one of the most
important as affecting the use of the large and efficient
ship. The 660 ft. ship proposed by the Dominions
Royal Commission will have a draft of 38 ft. requiring a
40 ft. channel at least. The ruling depth of ports of the
first-class at the present time is 40 ft. The depth of
Panama Canal is 40 ft. The present depth of Suez
Canal is about 30 ft., but is soon to be 33 ft.
A. D. Swan in his paper on " Deep Water for
Harbors and Cargo Handling," read before the American
Association of Port Authorities, Sept., 1918, gives a
resume of the question and quotes authorities on the
subject. The British authorities " expressed a preference
for at least 45 ft. as the minimum depth which harbor
engineers should recommend and work for, because
although at the present moment 40 ft. might be a satis-
factory minimum working depth, the demand for shipping
would grow so steadily as to make 45 ft. necessary before
even this depth could be achieved."
The same paper also quotes Prof. Biles' calculations
showing that the most efficient draft for a ship 1,000 ft. long
would be 57 ft. 6 in. and that it was not unreasonable to
predict that within 20 or 30 years a depth of harbor of 60
ft. could be profitably employed.
It is clear that deep draft more than any other factor
contributes to the economy with which heavy loads can
be carried, in fact it is impossible to reap the benefit of
cheap transportation without adequate depth of water.
Hence the efforts that are now being made to increase
the depth in all harbors to a point commensurate with
their needs.
Another point in which improvement can be made is
in provision for life-saving. By the rules now existing
ships are obliged to carry a load of life-boats adequate for
the whole population on board. In a passenger liner
carrying, say 4000 people this is an onerous and useless
requirement. In emergency this fleet of boats cannot be
launched, and the history of most disasters is that people
are precipitated into the sea and left to cling to a chance
oar or piece of wreckage. The writer has long advocated
that the life-boat accommodation be reduced and that the
supply of automatically floating accommodation be
increased in the form of rafts, pontoons or floatable sections
of deck-houses. The entire bow and stern superstructure
of the ship might be made to float off by disconnecting
fastenings. The lifeboat is a survival from early condi-
tions, and while we cannot supersede it entirely we should
made a more comfortable and safe means of keeping afloat
for the short time now necessary" until relief arrives.
In conclusion the writer has endeavored to point out
some lines along which progress can be made towards
further economy in ocean transportation. The subject is
too large and many sided to reach definite conclusions
without much further discussion, but it is certain that
there is room for great improvement, and that the
opportunity is now.
When, as has been shown, the 25,000 ton ship can
carry two and a quarter times as much cargo on the same
fuel consumption as a 5000 ton ship and do it with two-
fifths of the crew and less first cost, it is clear that immense
savings can be made that will vitally affect the whole
system of ocean transportation. We may not be able to
make sweeping changes in the existing order of things, but
we can at least endeavor to see that the additions made are
in the right direction. It will be an immense step forward
if the suggestions of the Dominions Royal Commission can
be carried out as to a service of large and efficient cargo
liners on our main trade routes.
What we need is co-ordination, co-operation and
standardization. By means of these properly applied we
can have a merchant marine which will be so efficient as
to more than hold its own with any nation, and which will
link up the empire with lines of vessels that will be the
closest bond of union and that will carry our products to
every corner of the globe.
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
109
Modern Boiler Practice
By F. A. Combe, A.M.E.I.C.j
The object of this paper is to give a brief outline of
the principles governing boiler and furnace design, with
a review of our present knowledge of the laws related
thereto, and the trend of modern practice, together with
some general notes regarding boiler installation and opera-
tion which may be of interest to Canadian engineers and
possibly timely in view of the number of new steam plants
and extensions to existing plants which it is expected will
be undertaken in this country now that war restrictions
have been withdrawn.
During the last eight years there has been a con-
efficient furnaces, boiler settings and plant operation,
and engineers and plant owners are beginning to pay more
attention to this very important part of power production.
In the past it has been too often thought that anyone
could lay out a boiler room, with the result that plants
have been put in without proper consideration of their
suitability for the particular conditions, or, even when
good boilers, stokers and main apparatus were installed,
no facilities for economic operation were provided. More
money can be saved or lost in the boiler room than in
any other part of the plant, yet, while the latest refine-
3^1X1
Standard Longitudinal Drum Sectional Header Boiler.
siderable advance in the art of generating steam, following
a better understanding of the combustion of fuel and heat
transmission in boilers, which, while not leading to any
radical change in actual construction, has resulted in
improved arrangement of boiler heating surface, with more
*Read at Montreal Branch January 30th.
fEngineer for Canada, for Babcock & Wilcox Limited.
ments may have been added to the engine room and
electrical side, the boiler room has been considered as
a necessarily dirty place to be avoided as much as possible.
The condition of this same boiler room under operation
is, however, usually a direct indication of the ability
of the plant designer or management, or both, as a boiler
room need not be dirty, and dirt generally means
110
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
inefficiency and bad management somewhere. At the
present time when the question of fuel supply is of
such importance in Canada, every effort should be made
to ensure its efficient use, and steps taken where possible,
through education and control, to cut down the enormous
waste which occurs annually through inefficient operation,
or the false economy or indifference of the plant
management.
The operating efficiency of the engine room machinery
is largely inherent in the design, that is to say, beyond
the control of the attendant, but, although a boiler and
furnace must be properly designed, its actualjefficiency in
service is to a great extent dependent upon intelligent
operation and supervision, and for that reason warrants
the placing of the most intelligent and highest fpriced
men with every modern appliance in this part of the plant,
since an increase of even a fraction of one per cent in
efficiency represents the saving of a considerable quantity
of coal annually. Such a distribution of labour and
superintendence is very seldom the case at the present
time.
The present day tendency towards high steam
pressures and temperatures, concentration of power and
larger unit capacities have led to the practical elimination
of the shell boiler for this service and to certain modi-
fications in the setting and rating of water tube boilers.
The different water-tube boilers made to-day, suitable
for these conditions, resolve themselves into two general
classes, — horizontally inclined straight tube boilers and
vertically inclined bent tube boilers. Fig. 1 shows a
section of a standard longitudinal drum boiler of sectional
header construction with vertical baffles, fitted with a
superheater and chain grate stoker, having a high furnace
setting; and Fig. 2 shows a large double setting vertically
inclined tube boiler with superheater and underfeed
stokers. For the purpose of illustrating the application
of the principles entering into boiler design, the author
will confine his attention chiefly to the former type of
boiler and its recent development.
The peculiar conditions under which boilers must
necessarily work affect their design to a greater extent
than with most machines. It is possible to design a
boiler which would give a higher efficiency under test
conditions than any yet built, but taking into considera-
tion the general class of service, attention, ease of cleaning,
first cost and maintenance, a compromise must be made
for continued satisfactory and efficient service.
r*&
Fig. 3. Heat Absorption by Convection in Standard Boilers.
Fig. 2. Double Setting Stirling Boiler.
The more severe demands of modern service and a
better realization by engineers of the possible economies
to be effected in the boiler room has encouraged the
development of boilers for higher efficiency and rating,
but it must be understood that, as with any other machine,
the higher the rate at which a boiler is operated the more
careful attention is needed and the less abuse it will stand.
Boilers, engines, or anything else can be, and are, built
to stand rough usage, but, if the highest efficiency and
rating be desired, they must be treated with respect and
for the purpose for which they are designed, for instance:
The function of a boiler is to make steam and it is
not at any time the proper place for the treatment and
deposit of the impurities in the feed water. Boilers
designed for, and operating under, moderate loads will
stand a lot of abuse in this way, albeit at a loss in efficiency,
and under such conditions the use of chemicals or boiler
compounds fed into the boiler with the feed water may be
justifiable to lessen adherent scale, but pure soft water
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
111
20
RESULTS OF EXPERIMENTAL DETERMINATION
OF
THE. HEAT TRANSFER RATE
IN BOILER FLUES
BY
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d LBS. 2000 4-OO0 6000 8000 IO0O0 12000 14000 LBS
Weight of Gases per Sq. Ft. of Flue Area per Hour.
Fig. 4. Heat Transfer in Boiler Tubes.
must be used in any type of boiler which is to be operated
at high rates of evaporation in order to get proper benefit
from the installation, and to avoid tube troubles, and this
usually necessitates the provision of an independent water
purifying plant for the raw make up water in the feed
supply.
Haling and Capacity.
When speaking of boiler loads or high and low rates
of evaporation of boilers, it is necessary to have a clear
understanding of the unit on which such evaporations
are based, that is, what constitutes a normal full load ?
In Europe and other countries boilers are usually rated
on the quantity of water which they are capable of
evaporating per hour under certain conditions with a
specified heating surface, but in Canada, following the
custom of the United States, boilers are generally rated
simply in boiler horsepower, a term often very loosely
used.
A boiler horsepower, in its true sense, is solely a unit
of evaporation, being equal to 34.5 lbs. of water evaporated
per hour from and at 212°F. and equivalent to the standard
adopted by the boiler committee of the Centennial
Exposition in Philadelphia in 1876. The term has
nothing to do, strictly speaking, with the heating surface
of the boiler, but at different stages of progress of the art,
manufacturers of stationary boilers have adopted as
arbitrary standards, certain amounts of boiler heating
surface which could be taken as suitable for economically
evaporating one boiler horsepower under average con-
ditions of service and with a definite ratio of heating to
grate surface. In recent years 10 square feet of heating
surface per boiler horsepower or the equivalent of approxi-
mately 3 }4 lbs. evaporation per square foot heating surface
has been considered a nominal full load rating for a water
tube boiler of standard construction, but considerably
higher rates are adopted in modern stationary boilers
designed for high duty service, as also in marine boilers
where average evaporative rates of 6 lbs. and over per
square foot heating surface are usual.
The normal rating, or rate of evaporation, of a boiler,
and its point of maximum efficiency is entirely dependent
on the design, and while higher rates than 3 A o lbs. per
square foot heating surface may constitute a so-called
overload on a boiler designed for 10 square feet heating
surface per boiler horsepower, with a ratio of heating
surface to grate area of about 50 to 1, and the efficiency
may drop with such overload, it does not follow that the
same condition will exist with a boiler and furnace designed
for a different rating.
Fig. 5. Modern Waste Heat Boiler.
112
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
The rate of conductivity of the metal of the heating
surface is sufficiently high to carry away considerably
more heat than can possibly be transmitted in boiler
service without danger of burning, provided that water
be in contact with one side of the metal, so the limit of
capacity alone is practically only governed by the positive
circulation of the water in the boiler, the cleanliness of
the heating surface, inside and out, and the amount of
fuel that can be burned, or the gases which can be passed
through the boiler.
is dependent on the avoidance of large chambers in the
water passages in which eddies and down currents impede
the pumping action. Tests recently carried out on a
horizontally inclined tube boiler of the header construction,
28 tubes high, showed that this pumping action amounted
to the equivalent of some 18" of water head when the
boiler was operating at rated capacity and that it increased
progressively as the load increased. Boilers similar to
that shown in Fig. 1, equipped with a duplex furnace are
in service operating up to 400% rating during peak
Fig. 6. Cross Drum Boiler with Integral Economizer.
There is very little difference in temperature of the
water throughout any part of a well designed water tube
boiler, the circulation being caused by a pumping action
set up by the steam bubbles, in a similar manner to an
air lift pump, either in the front tubes of a vertically in-
clined tube boiler, or in the uptake headers of a sectional
horizontally inclined tube boiler, and, as with an airlift
pump, the rapidity and efficiency of the pumping action
load periods or an average evaporative rate of 14 lbs.
per square foot heating surface when using purified feed
water, so that as far as capacity alone is concerned, a
boiler having good circulation can be run at considerably
higher rates than has been the usual practice, provided
it be kept clean. Cleanliness and positive rapid circula-
tion become of increasing importance as the rate of
evaporation is increased.
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
113
In order to better appreciate the significance of
evaporative rates, let us examine the mode of heat transfer
in a boiler in the light of our present knowledge, and at
the same time see how the general principles are applied
in modern boiler design.
Assuming coal to be burned under a water tube boiler
at an efficiency equivalent to the production of 12,500
B.T.U. per pound with 18 pounds of gaseous products of
combustion; then the temperature above the surface of
the fuel bed would theoretically be approximately 2800°.
The heat is transmitted to the boiler heating surface, by
direct radiation from the surface of the fuel bed and
furnace walls and by convection from the hot gases passing
over the tubes.
Radiation.
The amount of heat absorbed by the surface of the
tubes directly exposed to radiant heat from the furnace
is generally proportional to the difference of the fourth
powers of the absolute temperatures of the two surfaces,
or = C(T 4 -t 4 ) where C is a constant for any unit of surface
and time. The laws governing radiant heat or heat
rays are analogous to those for light, the heat transfer
being extremely rapid, but the great proportion of the
heat energy is supplied by the obscure or dark rays, only
a very small amount being carried by the actual light or
visible rays.
Fig. 8. Boiler Units at Montreal Tramway Company s Plant.
The value of the coefficient in the above radiation
formula was determined experimentally for black surfaces
by Stefan about 30 years ago, and while this coefficient
has been taken as applicable to the partly sooted surfaces
in a boiler furnace it is probably far from correct, while
the permeability of the gases in the furnace to heat rays,
their capability of radiating heat themselves, the reflecting
and absorbing power of the fire brick furnace walls and
the proper consideration of the exposed areas, are all
points on which there is little authoritative data, although
investigations are being made into this subject at the
present time. Of course a close determination can never
be made if the area of the hot surface of the fuel bed is to
be a determining factor, as it is obviously impossible
to do more than very roughly estimate the average extent
of the irregular surface, and there will be, in addition,
radiation from the incandescent carbon particles in the
gases; but it is questionable if this surface is a necessary
factor. With gaseous or oil fuel, we have to deal with
Fig. 7. Boiler Units at Montreal Tramway Company s Plant.
Fig. 9. Chain Grate Stoker Setting for Lignite.
114
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
volume radiation which presents a somewhat similar case
to that in a gas engine cylinder where the heat from the
explosive charge is transmitted to the water jacketed
cylinder walls chiefly by radiation, as brought out in
investigations undertaken by the explosives committee
of the engineering section of the British Association some
years ago.
One thing we do know is that in a Babcock and Wilcox
boiler, the amount of water evaporated per hour per
square foot of surface of the lower rows of tubes exposed
to furnace radiation, with a furnace temperature around
2500°F. is at least from 50 to 65 lbs., and as this may
represent over one half the total evaporation of the boiler
at normal rating, the importance of a full knowledge of
the subject of radiation is evident, while it incidentally
shows how high the evaporative capacity of a tube is, and
that an average evaporation rate of 3^ lbs. per square
foot heating surface for the whole boiler gives no indication
of the amount of work which any part of the heating
surface is doing.
Failure to take into consideration the extent of heat
radiation often leads to considerable error in boiler work,
both in testing and recording and also in details of the
boiler and furnace setting. For instance it is extremely
difficult, in fact impossible with the usual type of instru-
ments procurable, to measure exactly the temperature of
the gases in a boiler setting owing to radiation from the
thermometer bulb or end of pyrometer element to the
hot furnace or to the cooler boiler heating surface in close
proximity. H. Kreisinger, of the U. S. Bureau of Mines,
Washington, presented a paper to the American Society
of Mechanical Engineers, in 1917, dealing with this
subject, in which he gave the probable error, arrived at
by experiment, in temperature measured by a thermo-
couple placed amongst the tubes of a water tube boiler as
from approximately 600° too low at 2000°F. to 40° too
low at 500°F. when using a common form of pyrometer
with a Yi' diameter element; also showing that the error
was proportional to the size or exposed area of the instru-
ment. The author has had some success with a special
cap screen surrounding the end of the instrument element,
that is, measuring success by the higher temperature
recorded, but in any case there will be some correction to
make. Even the measurement of the temperature of the
flue gases leaving the boiler setting is liable to considerable
error unless proper precautions are taken.
Again, the opinion was held until recently that an air
space in the walls of a boiler formed a good heat insulator.
Actually it is useless and even a disadvantage, as, although
still air is a poor conductor of heat, the rate of conduction
is proportional only to the actual difference of temperature
of the surfaces, whereas radiant heat will pass across the
air space at a rate proportional to the difference of the
fourth powers of the absolute temperatures of the two
surfaces. For low temperatures, as in refrigeration work,
air spaces are beneficial, but with a high temperature
difference, the heat transfer becomes very great.
To obtain a better insulated wall than that of ordinary
red brick for a boiler setting, special insulating material
is today often used, either as a middle course between the
firebrick lining and the outer wall facing, or on the outside
of the brick wall, but it should be realized that if too
good an insulation is made, it becomes increasingly difficult
with certain types of furnaces to get a firebrick lining to
stand the higher temperature attained. Sometimes the
entire boiler brick setting is enclosed in a steel casing, but
this is rather to give a tight seal preventing the infiltration
of air, which occurs through any ordinary brick wall,
especially in boilers operated at high ratings with a corres-
ponding greater draft suction in the setting. The cost
of these casings is high, but, if properly constructed, are
of considerable value and in many cases are undoubtedly
a good investment. If they are used, there should always
be a course of asbestos or other insulating material between
the brickwork and the casing, otherwise the radiation
loss may be increased owing to the metal presenting a
better radiating surface than the brickwork.
Furnace Duty.
Returning to the furnace and the assumed case, it
will be seen that, with the same efficiency of combustion
maintained, since heat will be radiated as quickly as
generated, the actual apparent temperature will not reach
the theoretical figure of 2800° until sufficient coal is being
burned to generate the heat necessary to satisfy the radia-
tion equation for 2800° in addition to raising the tem-
perature of the products of combustion to a figure
dependent upon their rate of liberation. The stage when
this condition is reached will depend on the area of the
cool surface exposed to radiation and it does not necessarily
mean that apparent high furnace temperature is essential
to high efficiency, although they will coincide to an
extent dependent upon the constituents of the fuel.
In brick lined extension furnaces or when the lower
row of boiler tubes over the fire are encased in brick tiles,
as for certain forms of baffling, higher temperatures are
attained at a lower rate of combustion on the grate, but
this means that the gases also enter the bank of tubes at
a higher temperature for the same load, resulting in
a corresponding higher exit gas temperature and conse-
quently reduced efficiency, while the higher furnace
temperature shortens the life of the furnace brickwork.
With such a horizontal baffling, there will, of course,
be radiation from the furnace or hot brickwork to the
exposed tubes of the gas passage beyond the tiles, while
heat will be conveyed from the furnace to the lower tubes
through the encircling tiles by conduction and possibly
secondary radiation, but following the fourth power law of
temperature difference the amount will be considerably less
than for a direct exposure, and it is, therefore, preferable,
wherever a high furnace temperature is not necessary for
proper combustion, for a lower horizontal baffle to take
the form of flat tiles laid on the second row of tubes from
the bottom so as to gain the full effect of direct radiation,
which is the most active and, therefore, the most econom-
ical mode of heat transfer.
If the furnace efficiency could be maintained constant,
the temperature of the gases entering and leaving the
boiler heating surface would increase with increasing
coal consumption, resulting in a continued decrease in
overall efficiency as the load increased, but in general
practice, the furnace and grate efficiency increases with
the load up to a certain point dependent on the proportions
of boiler, furnace and grate, so offsetting the drop in
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
115
efficiency due to the higher flue gas temperature. With
a standard setting of boiler designed for 10 square feet of
heating surface per boiler horsepower, or an equivalent
normal full load evaporation of 3 1 -? lbs. per square foot
heating surface, and a ratio of heating surface to grate of
about 50 to 1, the maximum efficiency will usually be
maintained fairly constant from 90% to 130% rating.
Below 90% rating the loss in efficiency is chiefly due to
incomplete combustion in the furnace and grate and
above 130% rating chiefly due to the increasing exit gas
temperatures, the furnace and grate having then reached
their highest efficiency. For other proportions and designs
of boiler and furnace the point of maximum efficiency will
be different; for instance, the very complete tests carried
out on the large Stirling boilers at the Detroit Edison
Company's plant some years ago showed the highest
efficiency of over 80% at 75% rating (based on ?>\-> lbs.
normal evaporation rate) and dropping in a straight line
to 76% efficiency at 200 % rating. This remarkably high
efficiency over such a wide range of load was due to the
exceptionally large combustion chamber, promoting almost
complete combustion even at low loads; the skilled regula-
tion and operation; and the small proportional radiation
loss from the walls with such a large unit. Fig. 2 shows a
section of one of these boilers.
The general tendency in modern design is to provide
greater and greater furnace volume to ensure more com-
plete combustion before the gases reach the comparatively
cool boiler heating surface. Not many years ago the ratio
of cubic feet of furnace volume to square foot of grate
usually provided was about 3 or 3 \ ■> to 1, whereas today we
may have b\- 2 or 6 1 ■> to 1 for natural draft stokers and
even more for forced "draft stokers, particularly when high
overloads are demanded. In the Detroit Edison boilers
mentioned above the ratio was approximately 9 to 1.
For horizontally inclined tube boilers this increased com-
bustion space generally means that the mean height from
the floor line to the lower tubes over the fire has been
increased from approximately 6 or 7 feet to 9 or 10 feet
and over, where conditions permit, and as required by
the nature and volatile content of the coal, type of stoker
and duty.
Convection.
The best method of passing the gases over the tubes,
and the relative advantage of different form of baffling
have been discussed at various times, but it seems reason-
able that a cross flow over several passes of staggered tubes
avoids stratification by ensuring the most thorough
breaking up of the gas currents, with the consequently
better contact of all particles with the walls of the tubes,
while with the first pass at the upper end of the tubes, a
contra flow action to the circulation of the water in the
boiler is obtained and, at the same time, with a horizontally
inclined tube boiler, the circulation will be improved, and
the danger of blistering the lower row of tubes lessened by
procuring the quick release from the tubes of the steam
bubbles formed.
The laws governing heat transfer by convection from
the gases passing over the boiler heating surface has been
the subject of many investigations, and formulae have
been put forward based on mathematical deduction and
laboratory experiment, but the great majority of these
formulae, while holding good within the limits of the
experiments, are not applicable without considerable
correction for the conditions existing in a full size com-
mercial boiler, especially where the gases pass across a
bank of tubes, in which case the area of the gas passage is
not constant. In view of the lack of authoritative data
on the subject, the Babcock & Wilcox Company, a few
years ago, conducted a series of experiments with a
specially constructed plant to determine a formulae with
coefficients which could be depended upon, for the rate
of heat transfer in boilers.
The relation of the heat absorbed by convection only
from the gases to the amount of heating surface passed
over in a boiler of standard proportions under coal fired
conditions on the basis of 10 square feet heating surface
per boiler horsepower is given by the curve, Fig. 3, which
shows that the great proportion of the total evaporation
takes place in the first pass of the boiler and very little
in the last pass ; for this reason it does not pay, with these
proportions, to increase the heating surface by adding
another pass.
A test was published a few years ago of a 4 pass
boiler in which the actual drop in temperature through
the last pass was only 67° and even this drop was obtained
only by reason of the low steam pressure carried (117 lbs.
per sq. in.). With a steam pressure of 200 lbs. and a
corresponding less difference of temperature between the
gases and the water, the flue gas temperature must have
been higher and the value of the fourth pass still further
reduced.
Waste Heat Boilers.
In direct fired boilers where furnace temperatures
are high, and the weight of gas per boiler horsepower
comparatively low, there is not a great deal of difference
in heat transfer between several different types of standard
boilers, fire tube or water tube, when new and clean; but
with boilers arranged to utilize the heat from waste gases
where larger gas weights are handled, with generally,
lower temperature differences, the area, length and
arrangement of the gas passages must be very carefully
considered in order to obtain transfer rates for an absorp-
tion comparable to direct fired practice, and so extract the
maximum heat from the gases with an amount of heating
surface which will make the installation of a waste heat
boiler a commercially economical proposition.
It was principally for such work that the experiments
on heat transfer above referred to were undertaken, as
with waste gases, the radiation factor being largely
negligible, it is possible, with a proper knowledge of the
laws governing heat transfer, to calculate very closely the
results that will be obtained with a given boiler and vice
versa to design a boiler to give the maximum return for
the investment.
The results of the investigations are given graphically
in Fig. 4, which shows the effect of gas velocity on heat
transfer rates. For ease in computation, owing to the
variation in density of the gases with the temperature,
the velocity is considered in terms of gas weight per unit
area.
116
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
It will be seen that at low rates of gas flow, as found
generally in boiler practice, the transfer rates are affected
by the velocity to a much greater extent than by any
rate of temperature difference, also that the effect of
temperature difference increases as the rate of gas flow
increases. The effect of gas velocity on heat absorption
had previously been appreciated to a certain extent, but
its full importance for waste heat work, as brought out by
these experiments, has led to developments in boiler design
which has opened up this field to a remarkable extent.
Up to a comparatively few years ago, when boilers
were installed to utilize the heat in the waste gases from
furnaces, kilns, etc., it was the practice to use boilers of
the same general design as for direct coal fired purposes, or
even with still larger gas passages in order to interfere
as little as possible with the draft at the primary furnace.
This meant working on the upper part of the curve, Fig. 3,
and necessitated the provision of such an excessive amount
of boiler heating surface for the steam produced that the
installation became a doubtful investment.
Following the better understanding of the laws
governing heat transfer and the possibility of economies
from the utilization of a greater proportion of the heat from
waste gases, this subject has been receiving particular
attention during the last few years and efficient boilers
are now in successful operation in connection with all
kinds of kilns, furnaces and ovens with temperatures as
low as 1000°F.
Fig. 5 shows the side elevation of a typical B. & W.
boiler fitted with a superheater, designed for waste heat
work.
The high gas velocities necessary for efficiency in
waste heat boilers results in greatly increased frictional
resistance through the setting, the draft loss running in
many cases to over 2" water pressure and, of course,
requiring the use of induced draft fans to handle the gases.
The power required to drive the fan is, however, many
times offset by the increased efficiency and capacity
obtained, while, in many cases, the installation of waste
heat boilers has actually resulted in an increased output
from the primary furnace owing to the possibility of
greater draft at the outlet by the use of a fan in place of
the original chimney.
Many factors have to be taken into consideration in
waste heat boiler work, peculiar to the particular nature
and origin of the gas; for instance the dust held in
suspension in many forms of waste gases, especially from
cement kilns, has a considerable influence on the weight
of gas handled and the draft resistance, and a knowledge
of the effect of such factors and the proper way of taking
care of them can only be obtained by experience.
Modern Boiler Design.
In modern direct fired boiler design, the principle of
higher gas velocities is also adopted where advantage can
be gained, and the tendency is to reduce the heating sur-
face, or increase the evaporative rate, of the boiler proper
employing it primarily for steam raising, and adding
additional independent surface for water heating, in order
to get a more efficient total heat transfer by the increase
in temperature difference for a portion of the total heating
surface. This practically means combining a boiler and
economiser in one unit proportioned to give the highest
efficiency and resulting in less total heating surface and
considerable saving in space and of many of the losses
incident to the use of separate economisers.
A cross section of such a boiler is given in Fig. 6., a
study of which will show that the maximum effect of
direct radiation is obtained while the hot gases, entering
the tube bank at the uptake end and passing at right
angles across the staggered rows of tubes at high velocity
through the long passages of the boilers and economiser
fulfil conditions conducive to high efficiency.
In Figs. 7 and 8 are given two views of one of four
boilers of this type recently installed at the Montreal
Tramway Company's plant at Hochelaga, being the largest
boilers in Canada. Each of these boilers contains 5625
square feet heating surface in the boiler proper or steam
raising section and 2909 square feet economiser or water
heating section, giving a total heating surface for the unit
of 8534. These boilers are capable of easily generating
over 40,000 lbs. steam per hour at 200 lbs. per square inch
steam pressure and 150°F. superheat from a feed water
temperature of 120°F. It will be seen that the equivalent
evaporative rate for the boiler proper is as high as 8.75
lbs. per square foot heating surface, or 5.75 lbs. for the
whole unit, in spite of which, it is possible to reduce the
temperature of the gases below what it would be with a
standard boiler of 3.5 lbs. normal evaporative rate,
that is to say, with considerably more heating surface.
Each unit is steel cased, lined with special non-conducting
material to minimize air leakage and radiation, and fitted
with double chain grate stokers, having a total grate
area of 224 square feet.
An interesting feature in connection with these
units is the draft apparatus comprising a specially formed
stack for each pair of boilers, having a constricted throat
into which a high pressure air blast is delivered through a
nozzle from a small fan; the action being that of an ejector,
inducing a suction in the flue connections to the boilers.
A complete test of these boilers has not been made, but
in a paper read before the British Insititute of Civil
Engineers about a year ago, details are given of a test
made on a boiler of this type, approximately the same
capacity, but containing 4963 sq. ft. boiler heating sur-
face and 4086 sq. ft. economiser surface, in which a thermal
efficiency of 88.33% for the unit was obtained, the exit
gas temperature being 293°F., and the evaporation per
sq. ft. boiler heating surface 9.53; while another test made
in 1916 at the Hague municipal plant with a slightly
smaller unit gave an overall efficiency of 88.41%. It
is probably not possible to obtain such efficiencies with
the coals usually obtainable here, but it indicates that a
very high efficiency in steam generating equipment has
been reached.
Boiler Efficiency.
It is to be understood that in a boiler of the usual
construction, where the temperature of the water in the
boiler is practically at the temperature of the steam, it is
obviously impossible to reduce the temperature of gases
below that of saturated -steam at the pressure carried, in
fact, while it is possible to add heating surface to reduce
the gas temperature below 100° above the steam, the very
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
117
low transfer rate resulting from such a small temperature
difference in the last passes of the boiler does not warrant
the expense of the additional heating surface.
In a great number of published boiler tests the exit
gas temperature is given as near the temperature of the
steam, but such temperatures will usually be found to
have been incorrectly measured, owing either to air
leakage around the boiler damper or to radiation, as
pointed out earlier in the paper. The saturated steam
temperature referred to in this connection must not be
confused with the superheated steam temperature leaving
the boiler when a superheater is installed, as the exit gas
temperature is often considerably below the superheated
steam temperature, the superheater coils being placed in
the high temperature gas zone.
For a proper consideration of the efficiency of a boiler,
the steam pressure carried must be taken into account.
It is not fair to compare the efficiency of a boiler operating
at, say 100 lbs. pressure with a boiler operating at 200 lbs.
pressure where the temperature of the boiler heating sur-
faces differs by 50° and the necessarily increased flue gas
temperature results in a greater heat loss with a corres-
ponding reduction in the efficiency as usually measured.
For this reason it has been proposed that the efficiency
of a boiler be measured in terms of its ' true ' efficiency, or
the ratio of the heat actually absorbed to the heat theo-
retically available for absorption, which latter value
corresponds to a reduction of the temperature of the
flue gas to the temperature of the steam. In the same
way allowance is made in England and Europe for the
burning of the hydrogen in the coal which leaves a boiler
in the form of superheated steam, but which in a calori-
metric analysis of the coal is condensed and its latent
heat added in the heat value obtained. The revised heat
value, corrected for the hydrogen content is termed the
lower or nett calorific value of the fuel.
Stokers and Fuels.
The greatest factor in the overall efficiency of a
boiler unit lies, of course, in the combustion of fuel
in the furnace. It is not within the scope of this paper
to deal with the theory of combustion, and a great amount
of literature has already been published on the subject,
but one of the chief causes for inefficient combustion lies
in the faulty design of the furnace and the lack of volume
provided for the proper mixing and burning of the gases
before striking the cool boiler heating surface. With
hand firing under small boilers, the skill of the fireman in
keeping an even regular fire is also a big factor, but with
larger boilers and automatic stokers a great deal of this
work is taken care of and, if operated intelligently, with the
aid of recording instruments, a high degree of efficiency
can be maintained.
The advantage of automatic stokers for plants of
over 500 boiler horsepower has now become generally
recognized and the only question for the engineer to decide
is what stoker to instal. No type is suitable for all coals
and conditions of service. Where boilers of a nominal
evaporative rate of 3^ lbs. are to be forced to high capa-
cities or where anthracite coal is to be burned, forced draft
stokers will probably have to be used and in considering
high overloads, allowance should be made for the extra
upkeep cost generally entailed and the consequent need
for reserve boilers.
Difficulties have frequently occurred through the
installation of a chimney of insufficient height to freely
take away the products of combustion from the furnace
of a forced draft stoker when operating at a high rate, the
assumption having been made that as there was an air
pressure under the grate, very little chimney draft was
necessary. The result has been that a pressure has built
up in the furnace, causing excessive burning up of the brick
walls by reason of the hot gases being forced into the
cracks. A definite suction, say 1/10 inch of water, should
always be maintained in a furnace of this type and as with
boilers forced considerably above their rating the resistance
through the boiler itself becomes considerable, it does not
allow of much reduction in the height of chimney to be
provided.
For steady running on continuous moderate loads, the
natural draft stoker will probably give the best satis-
faction; of this type the chain grate is the most common
and probably the most logical way of burning high volatile
coals, possessing the advantage of simplicity and ease of
adjustment to suit the particular grade of coal and load
conditions.
In view of the attention now being paid to the utiliza-
tion of the Western Canadian lignites, it may be of
interest to mention that a chain grate stoker was in-
stalled in 1913 in the University of Alberta, having a
special setting of arches similar to that used in England
and Europe and very excellent results have been obtained
with the Edmonton lignites on this stoker, so much so,
in fact, that several engineers in the Western cities have
modified their standard stoker settings as far as possible
to conform to it. A similarly set stoker has recently
been installed at Moose jaw where the higher moisture
Saskatchewan lignites will be burned, and from information
received it promises to also prove satisfactory.
Fig. 9 shows the typical setting; the essential feature
being the centre and back arch construction, which, by
deflecting the gases and reflecting the radiated heat
towards the front of the grate, drives off the moisture
from the freshly fed coal. A front coking arch of the
standard form is of no use for this class of fuel, as the
excessive moisture prevents it getting hot and so hinders
the ignition. This arrangement of arches is hardly
suitable for burning higher grade bituminous coal, as the
centre arch would generally not stand up for long against
the higher furnace temperatures, but it has been used
extensively for low volatile or semi-anthracite coals,
which cannot be burned satisfactorily with a natural
draft chain grate stoker with the standard arch con-
struction.
Oil and natural gas make excellent fuels in that high
combustion efficiency and regulation can be easily
attained with low operating cost and with increased
cleanliness in the boiler room, but in Canada, oil is
generally only economically available on the west coast,
while natural gas is confined to but few localities, and the
supply limited.
118
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
Powdered coal has been receiving considerable
attention in recent years. At present the plant required
for, and the cost of crushing, pulverizing and drying has
generally limited its use to industrial plants where the
fuel can be used in heating furnaces in addition to the
boilers. For satisfactory operation, the coal must be
pulverized to a degree equivalent to 95 % through a 100
mesh sieve and should be dried to contain not more than
1% moisture.
A form of extension furnace is commonly used when
fired under a boiler, the coal dust being fed through one
or more nozzles into the furnace in a fine cloud. Air for
combustion is partly carried in with the fuel and partly
supplied through annular spaces around the nozzles,
either under pressure or simply drawn in by suction.
When properly regulated a high efficiency can be obtained
and coal utilized which would be difficult to burn in the
ordinary way, but care must be taken to avoid uncon-
sumed coal being carried ovef into the boiler and also in
handling the ash which settles in a molten slag condition
to the bottom of the furnace, by reason of the high tem-
perature attained, and which, if allowed to solidify, is very
difficult to remove. As the finely powdered coal is in a
highly combustible state, proper precautions must also
be taken in the storing, distribution and firing to prevent
explosions. Brickwork troubles, from the high furnace
temperature has been one of the difficulties to overcome
with the burning of this fuel.
Blast furnace gas and by-product coke oven gas can
be used to great advantage under boilers, a considerable
advance having been made during the last few years in
the efficiency obtained. This has chiefly been brought
about through improvements in furnace design and types
of burners, while the application of boilers of a similar
design to those used for waste heat work now promises a
still greater advance in this field.
Selection of Boiler*.
The best type of boiler to use in any plant must
depend upon the conditions of service. For continuous
steady loads such as in manufacturing plants where
generally the boiler room does not receive special
attention for operation, the standard boiler of 3}^ lbs.
evaporation per square foot heating surface will usually
be found to be the best, with an installation of the regular
separate cast iron economizer where conditions show that
a saving will be made, and this is usually an easy matter to
determine. An automatic stoker should also be chosen
with a view to continuous steady service with the minimum
cost for upkeep and repairs to stoker and furnace brick-
work, and suitable for the particular class of coal which
it is intended to burn.
In many manufacturing plants some kind of refuse
can be utilized as fuel which usually requires a special
form of furnace. Probably saw mills and pulp mills
are the chief plants in this country where refuse is burned,
being then in the form of hogged bark and edgings;
and a straight extension furnace of the Dutch oven type
is generally found to be the best, with a large surface of
hot brickwork to drive off the moisture when, as is usually
the case, the wood is wet. Step grate furnaces are largely
used in Europe. To obtain the best results, the areas and
proportions of the furnace must be carefully designed;
very often the chief consideration appears to be merely
to get rid of the refuse without any effort to obtain the
maximum efficiency, with the result that a considerable
amount of coal is burned as an auxiliary which would not
be necessary if the waste were properly utilized.
For large central stations and public service power
plants, where floor space is of more value and load con-
ditions special, the selection of boilers and stokers requires
more study. In this service the load is usually very
variable with short heavy peaks and a more elaborate
lay-out and system of operation is justified. The general
practice for these plants in the United States has been to
get more and more out of the standard boilers of 10 sq.ft.
per horsepower normal rating, in conjunction with regular
economizers, by forcing them considerably during peaks.
Particular attention is paid to good boiler and furnace
design, and although the efficiency falls off at the high rates
of driving, and the upkeep cost of brickwork and stoker
is considerable, owing to the high furnace temperature,
the practice has been considered warranted by the advan-
tages gained . I n these plants special precautions are taken
to supply pure feed water, while expert attention is neces-
sary for successful operation. In England and Europe
the practice tends towards the use of boilers of the type
shown in Fig. 6.
The proper size of boilers to instal is, of course,
governed by the size of the plant and the load conditions
and no fixed rules can be laid down. In the United
States there are some very large units, considerably
larger than any installed in other countries, the Stirling
boilers at the Detroit Edison Company's plant, shown in
Fig. 2 having a normal rating of 2365 boiler horsepower
based on 10 square feet of heating surface per horse-
power. In Canadian plants it will probably be a con-
siderable time before units larger than 1000 or 1200
horsepower are warranted. There is a disadvantage in
putting " too many eggs in one basket," as the failure of
a tube or other cause of shut down means cutting off a
big source of power and wasting a lot of coal, but in
operation the efficiency is increased through a reduction
of radiation and other losses over several smaller units.
Operation.
There are comparatively few plants in Canada where
a separate water purifying apparatus is installed; for
small plants where moderate loads are carried on the
boilers, some form of compound can be fed in with the
feed water suitable for the nature of the water used, but
as pointed out earlier, the boiler is not the proper place
to treat the water and where the highest efficiency is
desired or where boilers are to be run at high rates of
evaporation, it is essential that the water be treated in a
separate apparatus. In the most modern stations, the
tendency seems to be towards the use of evaporators to
purify the make-up feed water to ensure the absolute
removal of all impurities, as in marine practice. It is
not sufficient that heavy scale be prevented from actually
adhering to the metal of the heating surface, as floating
scale, which may temporarily lodge in one place, is apt
to cause burning under high rates of evaporation. Oil is
one of the most prolific causes for trouble in a boiler, the
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
119
least sign of it often causing blisters on the boiler heating
surface exposed to the furnace heat, even under moderate
loads.
A trouble which may arise, unless proper precautions
are taken, especially when using as feed water, the con-
densed steam from a surface condenser, is corrosion in
the boiler and economizer from the air entrained in the
water. The latest investigations indicate that it is the
C0 2 , and not the oxygen, present in the air which is the
active agent in the corrosion and it is necessary that this
be got rid of before feeding the water to the boilers, either
by heating and the provision of efficient air escape pipes,
or by chemical treatment with calcium hydrate (slaked
lime). The use of air pumps which draw off the water
and vapour together from surface condensers are particu-
larly undesirable when the condensate is to be used for
boiler feed as this water is strongly impregnated with air.
For efficiency and capacity it is also necessary that
the outside of the tube heating surface be kept free from
soot, and mechanical soot blowers are now being used
to a great extent as an easy means of ensuring more
regular and effective cleaning than is generally possible
with the somewhat arduous task of hand cleaning with a
steam lance.
While it is of first importance that good boilers and
furnaces be installed, their value is to a great extent lost
unless the boilers are kept clean and the plant efficiently
run, and it is impossible to expect intelligent operation
unless instruments and meters are provided as a guide
for the operator. The old idea of the fireman telling by
a look at the furnace if coal was being completely burned
is obsolete, and, after all, the furnace is only one factor
of efficient operation, although the greatest. Some
modern boiler rooms are now fitted with regular control
boards and instruments by which losses can be immediately
detected and located and there is no doubt that the cost
of such indicators and the extra supervision entailed is
saved many times over in the yearly fuel consumption.
Coal scales and water meters are necessary for purposes
of record and check on deliveries, yet they do not by
themselves ensure efficiency in operation. If ther-
mometers, draft gauges, flue-gas analysers, etc., are used
intelligently as a guide for operation, the coal con-
sumption will take care of itself; and with a proper log
system, continuous records can be made over extended
periods under actual operating conditions which are of
real practical value and not subject to the often mis-
leading conclusions resulting from short tests.
Probable Future Development
It does not seem likely that there will be any great
departure in the near future from the present general
design of boilers, but the probable adoption of steam
at higher pressure and temperature in turbines will lead
to certain modifications with possibly a more pronounced
segregation of the evaporating and water heating surfaces.
Several boilers of the type shown in Fig. 6. are already in
service in England, and the United States, under a working
steam pressure of 350 lbs. per square inch and a steam
temperature of 700 to 750°F, and others are under
experimentation up to pressures of 500 and 600 lbs. These
higher pressures, of course, prohibit the use of any flat
stayed surfaces in boiler construction, and the very best
material and workmanship must be employed; but from
a constructional and operating point of view, higher
pressures and temperatures will not be governed by
boiler limitations.
With regard to methods of construction, welding of
joints in drums does not at present seem likely to replace
riveting, although it is receiving some attention and is
used in conjunction with riveting on some marine boiler
work.
During the last few years, several of the Canadian
provinces have put into force very complete regulations
to ensure safety in boiler construction and operation and
an effort is being made for the adoption of a uniform
code of laws for the whole Dominion. The advantage
of this, in the protection it would afford to steam users,
and the possibility of standardisation for manufacturers
would be very great; while if, in addition, a system of
control, propaganda and educational work could be
carried out by a fuel administration department, it would
be of inestimable value to power plant operators and lead
to conservation of our fuel resources which form a very
large part in the cost of power production.
I
kOUR ATTENDANCE AT THE ANNUAL
MEETING WILL HELP TO MAKE IT
WHAT IT IS EXPECTED TO BE — THE
LARGEST AND MOST SUCCESSFUL IN THE
HISTORY OF ENGINEERING GATHERINGS.
120
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
THE JOURNAL OF
THE ENGINEERING INSTITUTE
OF CANADA
Board of Management
President
H. H. VAUGHAN
Vice-President
J. M. R. FAIRBAIRN
Councillors
ERNEST BROWN WALTER J. FRANCIS
R. A. ROSS
H. R. SAFFORD ARTHUR SURVEYER
Editor and Manager
FRASER S. KEITH
Associate Editors
C. M. ARNOLD Calgary
FREDERICK B. BROWN Montreal
J. B. CHALLIES Ottawa
A. R. CROOKSHANK St. John
A. G. DALZELL Vancouver
J. N. deSTEIN Regina
GEO. L.GUY Winnipeg
R. J. GIBB Edmonton
W. S. HARVEY Toronto
J. A. BUTEAU Quebec
J. B. HOLDCROFT Victoria
K. H. SMITH Halifax
H. B. DWIGHT Hamilton
Vol. II. February 1919
No. 2
Summary of Legislation Situation
At the General Professional Meeting held in Saskatoon
in August, 1918, the question of Legislation was brought
prominently before The Institute for the first time, an
entire session of the meeting being devoted to this subject.
In a paper presented at this session and published in the
September issue of The Journal, by F. H. Peters, M.E.I.C.,
of Calgary, a general outline was given of the activity re-
garding legislation on the part of the western Branches,
showing that in the west particularly the subject of
Legislation was a live issue and had aroused a great deal
of interest.
At the same session of this Professional Meeting a
draft act was submitted from the Legislation Committee
of the Saskatchewan Branch and after discussion was
referred back to the Committee for certain alterations
before being forwarded to Council.
On receipt of this Act by Council which was accom-
panied by a request from the Saskatchewan Branch to be
allowed to present it at the fall session of the local Legis-
lature, a special meeting of Council was called and held
on October 1st, when the entire session was devoted to the
subject. At this meeting a draft act was drawn up based
on the Saskatchewan draft, copy of which was forwarded
to all branches asking for discussion. This draft was
published in the November issue of The Journal, page 331.
and the Saskatchewan Branch was requested to withhold
action until all branches had been given an opportunity of
discussing and making recommendations. An editorial
on the subject appeared in the November Journal on page
335.
As a result of the request of Council to the Branches
that legislation be discussed at all branches and the fact
Council endorses the principle of legislation to improve
the status of Engineers, the question is receiving consider-
able attention from coast to coast, resulting in a large
amount of inter-branch and headquarters correspondence
on the subject.
A suggestion of the Manitoba Branch that represen-
tatives of each legislation committee of the various
branches meet at some central point and agree on a draft
act met with general approval in the West, it being felt
that this committee should meet and agree so that the
question could again come up at the annual meeting.
Branch news, pages 409-410 of the December Journal
contain further reference to the subject. Meanwhile,
it became evident to the members of the Saskatchewan
Branch that they could secure early legislation and
consequently they wired headquarters an urgent request
to be permitted to present a draft act immediately.
Resulting from this a special meeting was held at head-
quarters on Tuesday evening, December 3rd, at the call
of the President, to consider the request of the Saskat-
chewan Branch, and to receive the report of a special
committee appointed by the President to confer with a
special committee of the Mining Institute. At this
special meeting of Council it was found that the report of
the special committee was unfavorable to any immediate
attempt to secure legislation. The draft act submitted
was found to differ from the draft submitted by Council.
It was considered necessary to advise the Saskatchewan
Branch that it was not within the power of Council to
approve of the act without a mandate from the member-
ship. Meanwhile the subject has been the foremost topic
on the part of the Western Branches, and formed the
subject of discussion at two meetings of the Montreal
Branch.
A new draft act revised on December 4th has been
received from the Alberta Branches where it is believed that
immediate Legislation can be secured. This act has not
been critically analyzed by the Council. In a letter from
Lt.-Col. W. P. Anderson, past President, who was present
at the meeting of the Edmonton Branch when Legislation
was discussed, he strongly urges that the branches be
given authority to secure legislation.
Correspondence from the Prairie Branches shows that
there is a strong feeling in favor of early action and that a
definite policy be formulated not later than the Annual
Meeting.
The Montreal Branch resolved that Council be asked
to arrange for the appointment of a committee representing
all Provinces and all branches to inquire into, study, and
report on the whole question of legislation.
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
121
A resolution of the Manitoba Branch held on January
2nd, reads as follows: " That in view of the necessity for
prompt action on the question of legislation, the Secretary
be instructed to write to all of the other branches requesting
that each appoint a representative with full power to act,
to attend the coming Annual Meeting to assist in drafting
a suitable act for presentation to the various Legislatures."
Victoria and Vancouver Branches have endorsed the
action of Council in requesting more mature deliberation.
Hamilton, Toronto, Halifax and St. John all favor a
general agreement on the question before action is taken to
secure legislation.
At the Annual Meeting of the Quebec Branch held
on December 21st, it was resolved that it was expedient
and urgent to give as soon as possible the member of The
Institute an opportunity of expressing their views on the
necessity of securing legislation similar to that of other
professions. That uniform legislation should be enacted
for each province in order to enable the engineers of one
province to practise civil engineering in another province,
consequently the Quebec Branch beg the Council to
immediately frame up a legislation project that would
meet all the requirements of the situation and then be
submitted to the different branches; also to secure through
a referendum the opinion of the members of The Institute
on the opportunity of having such legislation.
The Ottawa Branch has appointed a representative
to confer with the representatives of the other branches,
and a telegram to the Manitoba Branch included the
following: "Your letter of January 6th. Managing Com-
mittee in sympathy with your aims to the end that satis-
factory legislation should be sought as soon as possible.
We believe Council must ultimately direct such action as
should be taken after a representative committee has
studied and reported on the whole question. We are
arranging to have a delegate of the Ottawa Branch n-eet
other representatives here in advance of Annual Meeting
which is limited to first day of Convention."
If this meeting is held before February 11th, it will
provide an opportunity of having the views of all Branches
presented for discussion at the Annual Meeting.
Government Considering Salaries
The Committee of The Institute consisting of W. F.
Tye, Chairman, H. H. Vaughan, President, and G. Gordon
Gale, Chairman of the Ottawa Branch, were pleased with
the courteous reception they received from the Honorable
Dr. Roche, Chairman of the Civil Service Commission,
when they met the Commission to advise regarding the
grading of salaries of engineers in the employ of the
Government. Not only was consideration promised of
the suggestions made, but the committee was requested
to make definite recommendations.
P. H. Myers, Acting Chief of Staff Organization
Branch, Civil Service Commission, who has charge of
drawing up schedules for salary classifications has expressed
his appreciation of the advice given, and in thanking the
Committee for the information, stated that he would
probably have occasion to accept the kind offer of further
assistance.
No Railway Rebates
In response to a request to the Eastern Canadian
Passenger Association for consideration of rebates on
passenger tickets to the Annual Meeting at Ottawa, the
following letter was received, showing that no rebates will
be available.
Dear Sir: — ■
The carriers feel that conditions brought about by
the war, viz.: shortage of labor and coal, abnormal de-
mands on transportation equipment and power for the
handling of returning troops and foodstuffs, do not permit
relaxation at the present time of existing restrictions on
passenger travel. Reduced fares mean increased travel
and, therefore, for reasons stated above, regret to advise
you that no reduced fares will be made for special occasions
during the year 1919.
Yours truly,
G. H. Webster,
Montreal, Jan. 14th, 1919. Secretary.
Ontario Provincial Division
The Ontario Provincial Division is now established,
and it is expected that a meeting of the Executive Com-
mittee will take place at an early date for the purpose of
electing a chairman and secretary-treasurer or secretary
and treasurer. The Executive Committee have suggested
Peter Gillespie as chairman pro-tem.
The personnel of the Executive Committee is as
follows: —
Councillors: — J. R. W. Ambrose, M.E.I.C., Toronto;
Peter Gillespie, M.E.I.C., Toronto; E. D. Lafleur,
M.E.I.C, Ottawa; G. A. McCarthy, M.E.I.C, Toronto;
John Murphy, M.E.I.C, Ottawa; James White, M.E.I.C,
Ottawa; M. H. MacLeod, M.E.I.C, Toronto.
Representing Ottawa Branch: — J. B. Challies, M.E.I.C,
Ottawa.
Representing Toronto Branch: Geo. Hogarth,
M.E.I.C, Toronto.
Representing Hamilton Branch: - E. R. Grav,
M.E.I.C, Hamilton.
Representing Sault Ste. Marie Branch: -W. S. Wilson,
A.M.E.I.C, Sault Ste. Marie.
Non-Resident Members: Major W. H. Magwood,
A.M.E.I.C, Cornwall; G. R. Munroe, A.M.E.I.C,
Peterboro; J. L. Morris, M.E.I.C, Pembroke; R. J.
McClelland, A.M.E.I.C, Kingston; G. H. Bryson,
A.M.E.I.C, Brockville; A. C. D. Blanchard, M.E.I.C,
Niagara Falls; T. H. Jones, M.E.I.C, Brantford; J. L.
Weller, M.E.I.C, St. Catharines; S. B. Clement, M.E.I.C,
North Bay; James A. Bell, M.E.I.C, St. Thomas; R. L.
Dobbin, A.M.E.I.C, Peterboro; L. M. Jones, M.E.I.C,
Port Arthur; V. A. Belanger, A.M.E.I.C, L'Orignal
Water Resources Conference
A most important Conference of Dominion and
Provincial Engineers was held in Ottawa on January 16th
and 17th, under the auspices of the Dominion Power
Board, of which the Hon. Meighen, Minister of the
Interior, is Chairman. A. St. Laurent, the Vice-
Chairman of the Board, presided, pointing out as the raison
d'etre of the meeting that the recent crisis regarding both
fuel and power had brought the tremendous importance of
both very prominently to the front, and had shown with
greater force than ever the necessity among other things
of developing and conserving our water powers to the
utmost. The first step to this end, seeing that various
authorities are handling the problem in different parts of
Canada, is to, as far as possible, arrange their methods and
122
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
organizations along similar lines, viz., the standardization
of field and office methods and equipment, uniformity of
publications, both in matter and arrangement, period to be
covered by each, etc., etc.
The administrative end also had to be considered,
with a view to making the requirements and regulations of
all the authorities concerned, whether Federal or Pro-
vincial, as uniform as possible.
There were present at the Conference:
H. G. Acres Chief Hydraulic Engineer, Hydro
Power Commission, Ontario.
Arthur Amos Chief Engineer, Hydraulic Service,
Quebec.
R. J. Burley Engineer, Reclamation Service,
Ottawa.
E. F. Drake Director, Reclamation Service, Ottawa.
C. O. Foss Chairman, N. B. Water Power Com-
mission.
T. W. Gibson Deputy Minister, Crown Lands,
Ontario.
H. W. Grunsky. . Legal Adviser, Dominion Water-Power
Branch.
J. T. Johnston. . . Assistant Superintendent, Water-
Power Branch.
E. B. Jost Engineer, Department of Railways
and Canals.
R. S. Kelsch Consulting Engineer, Montreal.
O. Lefebvre Chief Engineer, Quebec Streams Com-
mission.
K. H. Smith Chief Engineer, Nova Scotia Water-
Power Commission.
R. G. Swan Chief Engineer, British Columbia
Hydrometric Survey.
Wm. Young Comptroller of Water Rights, British
Columbia,
together with the following Ottawa Members of the
Power Board, viz.:
A. St. Laurent (Vice-Chairman). W. A. Bowden.
D. B. Dowling. B. F. Haanel.
C. N. Monsarrat. John Murphy.
J. B. Challies (Secretary).
As a basis for a uniform system of locating any and
all water resources, and analyzing and filing all data of
whatever kind concerning them, which is the first requisite
to co-ordinated working, there was laid before the meeting
a Water Resources Index- Inventory, designed by the
Dominion Water Power Branch, and which the Dominion
Power Board submitted as one which would suit the needs
of any and all authorities concerned with water investi-
gation, whether Federal or Provincial. The basis of the
system is the dividing of the country into its main or basic
drainage basins, with sub-basins and other divisions, detail
maps, a card index system, and a folder equipment, samples
of all of which were shown those present, the whole forming
an indexing and filing system adaptable to the needs of all
the various organizations concerned with any type of
water investigation or administration. The Journal hopes
to publish a full description in an early issue.
After a lengthy discussion as to how various local
requirements would be covered by the system, the result
of which was to show that it was of such a flexible and
comprehensive nature as to cover practically any needs
that were likely to arise, and in view of statements by
several of those present that they already had the system
in use in their offices, in whole or in part, a resolution was
passed by the conference recommending its adoption by
all Federal and Provincial authorities concerned, and
further, to facilitate its adoption, that an explanatory
monograph on it, accompanied by maps, diagrams, etc.,
be prepared for general distribution.
Meteorological data, as a fundamental branch of
water survey, was discussed at some length, it being
pointed out that continuous and complete meteorological
figures were often of inestimable value in deciding as to
the water likely to be available for either domestic,
irrigation, or power purposes. A Resolution was passed
aiming to help the efforts being made to extend the work of
the Meteorological Service.
The next matter considered was the co-ordination
of the work of investigating water resources, it being
pointed out that in view of the fact that several Federal
and Provincial organizations were at work on the same
matter, in different sections of Canada, it would greatly
help if their field and office procedure and their equipment,
and finally their publications, could all be largely stand-
ardized, both as to form and contents. As a summation
of the discussion a resolution was passed recommending
the yearly publication of hydrometric data, each report
to cover a climatic year, October 1st to September 30th;
and to include daily discharge records, but not daily
gauge heights, except in those special cases where they
are obviously necessary. The Power Board is to prepare
and distribute a key map showing the territories covered
by the different organizations and surveys. The other
details though were thought to be so many and so complex
as to require further consideration, and so it was decided
to leave them to later conferences, one in the West and one
in the East, after which a plenary conference at Ottawa
woud make final recommendations on the whole subject.
The final matter before the meeting was that of
Water Power Regulations, the question being introduced
in the form of a Report prepared by H. W. Grunsky.
As the subject is an exceedingly large one, and the report
most comprehensive, it was felt that it was impossible to
do anything but discuss the main divisions, six in number,
viz.: nature of franchise, control of stock and bond
issues, rentals, renewal provisions, extent of properties
taken over if license terminated, and compensation there-
for, in a preliminary way, leaving any decision thereon to
a future meeting. The discussion covered such points as
sale versus rental, limited versus indefinite franchise,
nominal or substantial rentals, uniform regulations,
etc., etc., after which the meeting adjourned, first deciding
that after the organizations more particularly concerned
had gone further into the matter, the Dominion Power
Board should call another conference on the subject.
As has been so clearly demonstrated during the last
few years, one of the fundamental requisites to the stability
and growth of any country is a supply of cheap and depend-
able power. Canada fortunately possesses the natural
sources for this, from coast to coast, in the form of either
coal or water, and with a permanently constituted medium
like the Dominion Power Board aggressively at work on the
problem of co-ordinating the efforts of the various bodies
engaged in seeing that these resources are handled to the
best advantage, there can be no doubt as to the further
progress of the Dominion, as far as water power is con-
cerned. To those who were responsible for the conference,
The Journal extends heartiest congratulations on the
splendid results achieved.
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
123
CORRESPONDENCE
The Diving Bell Again
Editor, Journal:
I note in the December, 1918, issue of The Journal,
a letter from Mr. J. J. MacDonald in reply to my letter of
October 24th, 1918, with reference to the Caisson used at
Halifax Harbor. In his letter Mr. MacDonald assumes
that his brief reply clears up the issues raised by me.
It would be interesting to know the name of the individual
who actually originated the idea of using the outfit of the
type employed, and whether the design of the walls was
prepared, having in view the use of a caisson of the parti-
cular type used.
Mr. MacDonald asserts that the device used by me in
Hamilton was lacking in novelty, so far as the regulation
of draft is concerned. In making this statement, Mr.
MacDonald is either speaking without information as to
the actual facts, or deliberately misrepresents them.
The device, as used by me here, was capable of being used
in depths of water varying between 1 foot 6 inches and
7 feet, and with slight structural modifications, not
affecting the principle of the apparatus, this depth could
have been increased. The method of obtaining this
difference in draft is not in any way fundamentally different
from that used in the Halifax outfit. Mr. MacDonald
calls the outfit used here, simply a scow with a bottomless
central well for working about three feet below the surface,
and asserts that any change in draft was impossible.
This is not the case. The fact that the Halifax device
rested on the bottom when working has nothing whatever
to do with the buoyancy and water ballasting principles
of the apparatus, except in so far as it aids in maintaining
the equilibrium of the apparatus when in operation.
The principle of the bottomless central well is insepar-
able from diving bells of caissons in any form used in
construction work, as a matter of fact, the long air shafts
as applied to Mr. MacDonald's device for use in deep
water is not at all original as applied to deep water marine
work, and the form of the lower part of the caisson is of the
general type used on bridge pier foundations. The only
parts of the device apparently for which Mr. MacDonald
claims originality, are the buoyancy and water ballast
chambers. The use of such chambers was made by me on
the device used here for floating and moving the outfit
when required and for carrying water ballast to increase
the dead weight of the apparatus and for regulating the
draft of the caisson or bell when in operation.
The matter of the exact name or names which are
applied to the device does not alter their functions in any
way, and whether Mr. MacDonald calls his device a
mobile, pneumatic caisson, or diving bell, or simply a
plain floating caisson, as the writer prefers, does not matter
and does not affect the fundamental principle in any way.
Strictly speaking, the word bell should not be applied to the
device, the diving bell proper, so called from its approxi-
mate similarity in outline to a bell, has no air lock or shaft,
and depends for its ballast on its own dead weight, being
suspended in the water from suitable hoisting and lowering
apparatus placed above water.
As Mr. MacDonald refers to European practise, it is
relevant that I should refer to it also from personal
experience in my own particular case. Probably the most
extensive recent work carried out by the diving bell type
of this device was the construction of the break waters at
the Dover Naval Harbor by the contractors, S.
Pearson & Son of London. The principles of its operation
are too well known to require explanation here. Another
device of the type of caisson proper with a shaft and air
lock was that used at Plymouth Harbor by the contractors
for the removal of a large rocky shoal there for the
Admiralty. The writer was at one time a member of the
staff of the company carrying out this work, so does not
need to generalize or use text book information. In this
particular outfit, the air shaft passed through a well in
the centre of a large steel scow, which was filled with air
compressors, etc., and the air driven rock drills were
carried on a track in the working chamber, which was
larger than in the Halifax outfit. This particular device,
however, was ballasted by the dead weight of the scow
When it was desired to float the caisson the ballast con-
nections between the scow and caisson were liberated and
the air pressure in the caisson brought it towards the
surface. This device was simple and stable in all condi-
tions, and was able to withstand quite a heavy sea, but did
not depend for its ballast on excess dead weight or water
ballast, there being no buoyancy or water ballast chambers
attached. The caissons used in dock wall construction
at Antwerp and other ports are of the type which become
a part of the permanent structure and are not, strictly
speaking, part of the construction machinery or plant.
The writer is quite familiar with the use of ballast and
buoyancy chambers as applied to sliding gates for dry
docks, etc., but this device is not adapted for construction
purposes, and is not generally movable beyond the limits
of its berth. The water is simply expelled from a section
of the gate, which is built much of the same shape as a
ship's hull, in sufficient quantity to permit the gate to
lift slightly clear of the sill, and float to one side endwise,
not at all an intricate device fundamentally. Mr.
MacDonald apparently overlooked the application of
ballast and buoyancy chambers to our late friends the
" U " Boats.
The writer would be interested in knowing of a case
where this principle is applied to scows carrying construc-
tion plant in tidal waters as Mr. MacDonald states, and
what purpose this is supposed to serve. The writer is
aware of a self-dumping deck scow of Norwegian origin,
which unloads its deck cargo by alternately flooding and
unwatering portions of the subdivided hull, but this has
no bottomless central well, and he fails to see where the
flooding and emptying of the hull of an ordinary scow, or
use of a bottomless central well, presumably for the purpose
of turning air in it, serves any purpose.
Mr. MacDonald states that the problem of flota-
tional stability while in a submerged condition was entirely
absent, etc. A little superficial examination will correct
this statement. Has Mr. MacDonald made any actual
calculations in support of this statement, or is this merely
an unsupported assertion ?
As a matter of fact, the question at issue between the
device used at Halifax and that used at Hamilton, is
which had priority of design, construction and operation,
124
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
and whether the principle of attaching compartments to a
self-contained movable caisson, or as Mr. MacDonald
also calls it, bell, to be used for construction purposes under
water, and on which the compartments referred to can be
loaded with water to provide additional ballast, or emptied
by any suitable means to provide buoyancy or maintain
quilibrium in a floating condition is the exclusive monopoly
of either apparatus or is common to both. The exact
shape of the caisson or the compartments or the position
of the latter relative to the working chamber does not
affect the principle of the device. Mr. MacDonald says
the use of water ballast was not an essential principle of
the device used here. Water ballast, as a matter of fact,
was a prime necessity, when in operation. A heavier
scow, as Mr. MacDonald asserts would not have served
the purpose. The use of water ballast did not regulate
the draft so that it could pass over the piling, as Mr.
MacDonald asserts, but rather the absence of water
ballast permitted this to be done. Mr. MacDonald
makes this statement: " In order to float the Halifax
caisson when it was required to be moved, the buoyancy
chamber was added and this was its only function."
Does this mean that the buoyancy chamber shown on
figure 5, page 254 of the October issue of The Journal of
The Engineering Institute, is not also used as a ballast
chamber by the admission of water into it, and is it not
the case that the ballast chamber, as indicated in the
same drawing, is also, when required used as a buoyancy
chamber, and that this is simply a matter of juggling with
names.
The Hamilton apparatus was finally designed in May,
1913, and put in operation in August, 1913, as previously
stated, and Mr. MacDonald states he got the idea in
1913, the exact month not being stated, and the design
was got out in 1914, rather a remarkable coincidence, to
say the least.
In my previous letter in connection with this matter,
which was written somewhat hurriedly, I made an error
in dictation and got the relative position of the meta
centre and centre of gravity in the device used here,
misplaced, fortunately these points were misplaced only
in my letter and not in the actual apparatus. The theory
of the equilibrium of floating bodies to ensure stability,
in other words to make sure of them floating right side up,
is no doubt more or less generally understood by engineers.
Hamilton, Jan. 11th.
Yours very truly,
John Taylor, A.M.E.I.C.
Institution of Civil Engineers
Dear Sir:
I am in receipt of your letter of the 4th December,
and as, owing to the Christmas recess, it will not be
practicable to place it before the Council of The Institution
until January, I hasten to express on their behalf and on
that of the whole body of this Institution, the very cordial
appreciation with which the greetings of The Engineering
Institute of Canada are received here, and to reciprocate
the kindly and sympathetic expressions of good will con-
tained in your letter under acknowledgement.
I am,
My dear Sir,
Yours faithfully,
J. H. T. TUDSBERY,
Secretary,
The Institution of Civil Engineers,
Great George Street,
Westminster, S.W.,
England.
Overseas Correspondence
Christmas Day, 1918.
Members will be interested to know that a great many
replies have been received from our overseas men acknowl-
edging the cigarettes and Xmas greetings sent them.
A few of the many are published below.
Dear Mr. Keith:—
I did not answer your last letter in the summer
as we were fairly busy, and it did not get any easier in
the fall until the 11th of November, when things eased
up for most of the Armies, but not for us.
The " hun " has planted a great deal of delay action
mines in the railway embankments, yards, stations,
bridges, culverts, etc., and in the roads, houses, churches,
and large buildings, also in all the ammunition trains,
and dumps which he was leaving behind him, and we had
to search for them, locate them if we could, and then
draw them. The ones in the ammunition were in the form
of ordinary looking nose caps set in howitzer shells, and
had very very little to distinguish them from the other nose
caps in the other shells. These mines were of a chemical
mechanical action set at varying periods, and on operating
set off the shell in which they were screwed, and that
made the train or the dump blow up.
We off-loaded the trains and spread the shells over the
fields about ten feet apart so that one going off would not
be likely to explode the others. We spread out the dumps
in the same manner over large areas, and then anyone
who wanted to could start in and unscrew the caps until
he found a delay action one. We were in a town that was
a big railway junction and there were a large number of
dumps and trains on the railways, and as these kept going
up at any hour, it was interesting work trying to get
them unloaded before they unloaded themselves in a very
abrupt manner. Not very many of these nose caps were
found at the right time, but I have one which is intact,
except that the acid is poured out of it, and if you think the
Institute would care to have it, I will give it to you. I enclose
a descritpion of a short delay action fuze, the one I have
is the long delay action fuze with the red gaine mentioned
in the first paragraph.
My fyle of " Mining Notes," " Military Engineering "
and " Field Work Notes," is a fairly complete one and
would be of interest to the members of our Institute as
showing some of the works we did and the things we built.
They were made up or invented by engineers in the
different units and descriptions sent in to G.H.Q.,
where they were compiled and those of value were issued
to all the other units. There was little or no Military
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
125
engineering that was of use to us at the beginning, and
we had to invent things for ourselves. Many of them will
appear futile and clumsy, but they were effective as a rule,
and handy, and when it is considered that they had to be
made in the field with whatever material we could find,
mostly under shell fire, a lot can be excused.
In our attack on the Hindenburg line we had a little
amusement, and I was awarded the D.S.O. This would
not appear in the " Canadian Gazette," as the Imperial
authorities had me transferred from the Canadian Army
to the " Royal Engineers " of the Imperial Forces, as from
January 1st, 1918.
The present of cigarettes was received from The
Institute, for which I beg to tender my very best thanks,
and I will close by wishing all a very happy New Year.
Yours very truly,
Major William T. Wilson A.M.E.I.C, D.S.O., M.C.,
" O.C.," Tunnelling Company, R.E.,
B. E. F., France.
The Mount Hospital for Officers,
Parkstone, Dorset,
January 1st, 1919.
Dear Sir:—
I am enclosing the post card found in the box of
cigarettes which you were so kind to send me again this
Christmas time, and I also wish to add a few words to
thank you for your thoughtfulness. It is exceedingly
good of the Institute to remember us again in this way, and
I appreciate it more than I can say.
As you will see I am in the hospital due to one of the
Boche's machine guns locating me and sending me back
to Blighty. This happened just before Albert was taken
in August last year, and my left hand suffered in conse-
quence, but now it is well on its way and in a few months
time, I hope to have complete use of it.
All Canadians, like the rest of the Allied forces, will
be rejoicing over the great news of these last two months,
and what it means to us all. One certainly has good reason
to be thankful whether having taken part or not, and when
one sees just what France has suffered these last four
years we should be more than thankful that we were
victors. Christmas time this year has been a very happy
one for those who have not suffered in lost ones, and in the
knowledge that it is all over at last.
Great excitement has prevailed over President
Wilson's visit and all it means to the Peace Conference.
England has given him a most rousing reception and has
strengthened the ties that the war has started.
Allow me to wish The Institute, through you, a most
happy and prosperous New Year, and that nineteen
hundred and nineteen will be a real victory year in all
ways.
Thanking you again for you Christmas gift, I remain,
Most sincerely yours,
2nd Lieut. J. E. Jaffary,
34 Redford Place,
Russell Square,
Holborn, London, England.
Just received your very welcome gift of cigarettes
for which very many thanks. We are trying to put in
our time here preparatory to sailing for England enroute
for Canada. The gods be praised its all over but the
shouting and the paying.
Sincerely yours,
Sergt. H. P. Heywood,
No. 1039092, 3rd Can. Ry. Tps.,
A. P. O.,
Longon, England.
I desire to acknowledge with many thanks the receipt
of the parcel of cigarettes. With best wishes for the
future.
Sincerely,
Lieut. Thomas H. Bacon,
Hdqrs., Jura Group,
Can. Forestry Corps,
B.E.F.,
France.
Received cigarettes, also kind wishes from fellow
engineers, in Canada. Kindly convey my best thanks,
also best wishes for The Institute during nineteen hundred
and nineteen. I hops to be with you again next year, as
soon as my duty towards my country (.Canada) is finished.
C. G. Read, Jr., E.I.C.,
" Ravensbourne,"
Victoria Road, Teddington,
Middlesex, England.
Very many thanks for the splendid gift of cigarettes.
Best wishes to The Institute for nineteen hundred and
nineteen.
Yours sincerely,
Lieut. G. E. Bell, M.E.I.C,
49 Kidbrook Park Rd.,
London, S.E. 3,
England.
Please convey my very best thanks to the members of
The Institute for the most acceptable Xmas gift and kind
wishes.
Yours truly,
Lieut. W. Reynolds,
282 Coy. R.E.,
B.E.F.,
France.
Many thanks for kind remembrance. Hope to make
a personal call at 176 before very long.
Yours truly,
Captain A. C. Reid, A.M.E.I.C,
R.A.F. Seaplane Base,
(Late R.N.A.S.), Dover, England.
126
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
Many thanks for card and smokes, they were both
much apreciated.
Yours truly,
Major E. W. Reed-Lewis, A.M.E.LC.,
6th Batt., Can. Ry. Tps.,
B.E.F.,
France.
May I express my best thanks to The Engineering
Institute of Canada for the cigarettes, and especially for
the kindly thought which prompted so acceptable a gift.
Yours truly,
Captain P. A. Ablett, M.E.I.C,
Director Board of Administration,
Ministry of Munitions,
32 Nassau Street,
Dublin, Ireland.
I thank the Council and members of The Institute
for their greetings and good wishes at this time, which I
cordially reciprocate. All members overseas will appre-
ciate, I am sure, the kindly spirit which prompted the
sending of a remembrance at this season.
Yours truly,
Victor F. Murray, A.M.E.LC,
c/o Park Cottage,
N. Union Street,
Cupar Fife,
Scotland.
Your cigarettes have arrived safely and have been
greatly appreciated. My best wishes and thanks to The
Institute for them.
Major G. R. Evans,
55th Field Company,
Royal Engineers,
B.E.F.,
France.
Very many thanks for the kind thoughts expressed by
sending the parcel of cigarettes which I have received in
good condition.
Yours truly,
Engr. Lieut. Chas. Stephen, A.M.E.LC,
24 Handheld Road,
H.M.S. " Glorious,"
Waterloo, Liverpool,
England.
Many thanks for your kind remembrance in the form
of cigarettes which we received at a most convenient time.
Best regards for the prosperity of The Institute in the
coming years.
Arthur J. Edwards, S.E.I.C,
I wish to acknowledge with grateful thanks receipt of
cigarettes. Wishing you a very happy New Year.
Yours truly,
Lieut. Philip A. Fetterly, A.M.E.LC,
Can. Ry. Tps. Dept,
Witley Camp,
Surrey, England.
The cigarettes arrived safely this morning for which
many thanks. It makes us realize that we are not entirely
forgotten by our home friends as we sit on the banks of the
Rhine here. The wish for a speedy victory expressed on
your card has been fulfilled, and it should'nt be long now
before we are all back clamouring for positions in the
engineering world again. Best of good wishes to the
Institute.
Yours truly,
Major A. A. Anderson, J.E.I.C,
2nd Can. Div. Signal Co.,
Bonn, Germany.
Many thanks for your thoughtful gift of cigarettes,
which came at a time when they were practically unob-
tainable in this part of France. Kindest greetings to all
your members of the various grades.
Yours truly,
Captain R. McKillop, A.M.E.LC,
13th Light Ry. Operating Coy.,
B.E.F.,
France.
The writer has much pleasure in acknowledging
receipt of smokes together with the season's greetings from
The Institute, and wishes you all the compliments of the
season.
Yours truly,
Major A. R. Ketterson, A.M.E.LC,
No. 1 Canadian Constr. Corps,
Can. Ry. Tps.,
C.E.F.,
France.
Beg to acknowledge with many thanks your thought-
file remembrance and well wishes.
Sincerely,
Staff-Sergt. W. W. Dynes, J.E.I.C,
No. 2260308,
Can. Forestry Corps, S. 5,
B.E.F., A.P.O.,
London, England.
In acknowledging the remembrance of cigarettes from
The Engineering Institute of Canada I wish to add a word
of appreciation which I feel is due to those who are bearing
the burdens at home while we are away. Many of them
are making ends meet on fixed salaries that have not
risen with the cost of living, and at the same time they
are sending remembrances to us, they are supporting
Red Cross and Patriotic Funds and are in many other
ways denying themselves.
We, over here, appreciate this, and for this reason
value he more highly the remembrances sent us.
Now that our work over here is finished, we await
with impatience the time when we may return again to
take up the burden alongside you, and to share the
economic burdens and problems brought into being by the
war.
Yours sincerely,
Floyd K. Beach, A.M.E.LC,
8th Batt.,
Can. Ry. Tps.,
B.E.F.,
France.
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
127
REPORT OF COUNCIL MEETING
The regular monthly meeting of the Council was held
at headquarters on Tuesday, January 21st, at 8.15 p.m.
After confirming the minutes of the previous meeting,
the Executive Committee report was presented, the result
of one special meeting and three regular meetings held since
the last meeting of Council.
The special meeting of the Executive Committee was
called to discuss the whole question of The Institute's
publications and the functions of the committees dealing
therewith. In that connection the following recommenda-
tions were made, all of which were approved :
Transactions: — That The Institute publish the Tran-
sactions every year, consisting of papers selected by the
Publications Committee. Approved.
Papers Commi tee: — That the Papers Committee shall
be responsible for obtaining papers, either through the
Branches or from authors direct, and for their allocation
to Branch or Profes ional Meetings. Approved.
Journal: — That the Board of Management of The
Journal, which is the Executive Committee of the Council,
shall decide whether papers shall be printed in The Journal,
either in advance or as a report of a Branch or Pro-
fessional Meeting, and whether they shall be published in
full or in abstract. Approved.
Publications Committee: — That the Publications
Committee shall decide what papers shall be printed in
the Annual Transactions and will advise regarding their
form and editing. Approved.
Technical Press: — That papers read before The
Institute, either at a Branch or Professional Meeting shall
be issued to the technical press on application to the
Secretary of the Institute, it being a condition of their being
given, that the technical press state the meeting at which
the paper was read, and give the author's title in The
Institute, aftr his name. Approved.
Annual Meeting: — That the suggestion of the Pro-
fessional Meeting Committee that invitations to the
Annual Meeting should be sent to His Grace the Duke of
Devonshire, the Ministers of the Departments of Public
Works, Railways and Canals, Marine, Interior; to the
Chairman of the Railway Commission and to the Presi-
dents of the three big railway systems, and the Executive
Committee's instructions to the Secretary to send these
invitations be approved. Approved.
That the letters from Comfort A. Adams and Ira N.
Hollis accepting invitations to Annual Meeting be noted.
Noted.
That Council note the cable received from Col. C. H.
Mitchell, D.S.O., expressing his inability to be present at
the Annual Meeting and approve of its being read at the
Annual Meeting. Approved.
Legislation: — That Council approve the instructions
to the Secretary to make a summary of the correspondence
re legislation and the draft Act received from the Edmon-
ton and Calgary Branches for presentation at the meeting
of Council and that he publish an editorial in The Journal
which would give the membership a general idea of the
legislation situation in the different Branches and in view
of the activity in the Western Branches, that Council
approve of their being asked to send a delegate to the
Annual Meeting to constitute a special legislation com-
mittee. Approved.
Salaries of Government Engineers: — That Council
note the correspondence in connection with the salaries
of engineers in the Civil Service and give full approval
of the course pursued by the Committee, in meeting the
Civil Service Commission and forwarding a letter to the
Hon. Dr. Roche recommending a certain standard of
salaries and giving specific recommendations regarding
positions in the Department of Public Works as an exam-
ple, this letter being signed by President H. H. Vaughan,
J. M. R. Fairbairn, Vice-President, Lieut.-Col. Leonard,
President elect, and W. F. Tye, Chairman of the Com-
mittee. Noted.
Ontario Provincial Division: — That Council approve
the instructions given the Secretary to send a letter to
each of the three Ontario Branches, giving the personnel
of their executive committees, and suggesting Professor
Peter Gillespie as temporary Chairman to elect officers;
also to note that the Ontario Provincial Division had
thus been established. Approved.
Sault Ste. Marie: — That the application to form a
Branch at Sault Ste. Marie be noted and that approval be
given to the instructions to the Secretary to visit Sault
Ste. Marie in this connection; also approval to the
formation of the Branch and their election of Officers, as
follows: — Chairman, J. W. LeB. Ross; Secretary-Treas-
urer, L. R. Brown, Executive Committee, R. S
McCormick (two years) B. E. Barnhill (two years),
A. G. Tweedie, J. H. Ryckman. Approved.
Windsor and Peterboro Branches: — That the corres-
pondence with reference to the formation of Branches at
Windsor and Peterboro, Ont., be noted. Noted.
Resolutions of the Toronto and Quebec Branches: —
That the secretary prepare a memorial to the Government,
embodying the resolutions of the various Branches, with
a view to submitting it at the earliest possible moment.
Approved.
Investigation Committee on Cement: — That Council
approve the appointment of R. S. Stockton, by the
Calgary Branch, on the Committee for Investigation of
Disintegration of Cement, to replace H. Sidenius, de-
ceased. Approved.
Joint Committee of Technical Organizations: — That
Council approve instructions to the Secretary to write
W. G Chace and all the Branches, in view of the letter
received from Mr. Chace in answer to the Secretary's
letter transmitting Council's decision to withdraw upport
from the Joint Committee of Technical Organizations.
Approved.
That Council approve the Reports of Committees,
the Report of Council for 1918 and the Annual Reports
of the Branches for 1918, as follows, also instructions
to the Secretary that these be published in the February
issue of The Journal and that the following Branch
officers be approved: — Calgary Branch, Chairman, G. W.
Craig; Secretary-Treasurer, C. M. Arnold; Executive
128
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
Committee, Wm. Pearce, A. S. Dawson, F. H. Peters,
B. L. Thorne, A. S. Chapman; Representatives to Alberta
Divsion, F. H. Peters, S. G Porter; Auditors J. S.
Tempest, R. C. Gille pie; Quebec Branch, Chairman,
A. R. Decary; Secretary-Treasurer, J. A. Buteau; Execu-
tive Committee, F. T. Co e, J E Gibault W. Lefebvre,
A. E. Doucet, A. Amos S. S. Oliver; Hamilton Branch:
Chairman, E. R Gray; Secretary- Treasurer, H. B.
Dwight; Executive Committee, E. H. Da ling, J. A.
McFarlane; Victoria Branch: Chairman, W. Young;
Vice-Chairman, R A. Bainbridge; Treasurer, E. Davis;
Secretary, J. B. Holdcroft; Executive Committee, E.
Everall, N. A. Yarrow, D. O. Lewis, R. W. Macintyre;
Auditors, A. F. Mitchel , W. M. Stokes; Saskatchewan
Branch: Chairman, H. S. Carpenter; Vice-Cha rman,
C. J. Yorath; Secretary-Treasurer, J. N. deStein; Execu-
tive Committee, H. R. Mackenzie, W. R. Warren, J. R. C.
Macredie A. R. Greig, H. Mclvor Weir, L. A. Thornton,
G. D. Mackie St. John Branch: Chairman, C. C. Kirby;
Secretary-Treasurer, A. R. Crookshank; Executive Com-
mttee, G. G. Murdoch, G. G. Hare, C. O. Foss, A. Gray.
Toronto Branch: Chairman, A. H. Harkness; Secretary-
Treasurer, W. S. Harvey; Executive Comm'ttee, H. G.
Acres, Willis Chipman, W. A. Bucke, H. E. T. Haultain,
J. R. W. Ambrose, R. O. Wynne-Roberts, Peter Gillespie.
Approved.
Programme of the Ottawa Meeting: — That the pro-
gramme drawn up by the Ottawa Professional Meeting
Committee as submitted be approved. Approved.
Memorial to Ontario Government: — That the copy of
the Memorial submitted to the Provincial Secretary by
the Toronto, Hamilton and Ottawa Branches with the
letter by the Secretary of the Toronto Branch, be noted,
and the Memorial published in The Journal. Noted.
That in view of the desire of the Sault Ste. Marie
Branch to have affiliates appointed to their Executive
Committee, the Secretary be instructed to write that
Council in recommending uniform By-Laws, wishes to
have them adopted as uniformly as possible by the
various Branches, but is wil ing to recommend a change in
the By-Laws to read, that affiliates may hold Branch
office. Approved.
Nominating Committee: — That the nominees to the
Nominating Committee be approved as follows: — St.
John Branch, C. O. Foss Halifax Branch, J. L. Allan;
Vancouver Branch, Newton J. Ker; Quebec Branch,
Alex. Fraser; Ottawa Branch, A. A. Dion; Hamilton
Branch, H. U. Hart; Toronto Branch, Geo Hogarth;
Victoria Branch J. B. Ho dcroft. Approved.
Engineering Index: — The offer made by the American
Society of Mechanical Engineers for supplying the index
was considered reasonable and its approval recommended.
Approved.
Representation on Board of Fire Underwriters: —
Alexander Potter, M.E I.C., was nominated as repre-
senting The Institute on the Board of Fire Underwriters
for specifications of Fire Tests. Approved.
That the report of the committee on The Institute
emblem as submitted by its chairman, Walter J. Francis,
be approved, for submission to the Annual General
Meeting.
A large number of letters were presented and their
contents noted.
Classifications: — Classifications were made for a
ballot returnable February 25th.
The following elections and transfers were effected : —
Members.
Albert Johnson Barnes, B.Sc, of Halifax, since 1911,
superintendent of Traffic, Maritime Telegraph and
Telephone Company, Halifax; Ira Percy MacNab, S.B.,
of Halifax, since 1915, mechanical superintendent of the
Nova Scotia Tramways and Power Company, Halifax;
John S. Misene , of Dartmouth, N.S., chief engineer and
assistant manager of the Acadia Sugar Refining Com-
pany, Halifax.
Associate Members.
John Griffith, of Woolwich, England, assistant
superintendent Building Works Department, Royal
Arsenal, Woolwich, England; Richard Crosby Harris,
with the C. P. R. for twelve years in various capacities,
at present time resident engineer at Medicine Hat,
Calgary and Edmonton, Alta.; John William Houghton,
of Winnipeg, in civil life, with the dept. of City Light and
Power, since 1917, Captain in the C.E F. ; William
Goldsmith Jones, of North Vancouver B.C. since
1916-18, overseas n the C.F.A., at present, representa-
tive Imperial Munitions Board at Wallace Shipyard,
N. Vancouver, during installing of engines, boilers, etc.,
in HM.T. War Cayuse and H.M.T. War Atl.n; Alan
Thomas Macdonald, of Kentville, N.S., resident engineer
with the Halifax Ocean Terminals, since 1917, Major,
1st Batallion, C.R T., France; William Blain MacKay, of
Halifax, five years member of firm Farquhar Bros., Ltd.,
Halifax; Richard Lewis N xon, B.Sc. of Kentville, N.S.,
since 1916, lecturing in King's College, on mechanics,
drawing, surveying and mathematics, in absence of regular
professor overseas; Walter Kingston Scott, of Montreal,
since 1912, Structural Draftsman with Phoenix Bridge
Company; George Leslie Stephens, of Halifax, with the
Royal Canadian Navy for seven years, at present,
engineer officer of H.M C. Naval Depot, Halifax.
Transferred from Associate Member to Member.
Cecil Rainsford Crysdale, M.C., of Vancouver,
B.C., since 1916, Major Canadian Engineers and
Tramway Company, B.E.F., previous to enlistment,
asst. div engineer, with the Pacific Great Eastern Ry;
Ernest Howard Darling, (graduate of S.P.Sc), of Hamilton,
Ont., in private practice as consulting engineer on bridges,
buildings, reinforced concrete, structural steel and indus-
trial engineering.
Transferred from Junior to Associate Member.
Wilfrid Ernest Hobbs, of East Kildonan, Man.,
since June, 1918, Captain, 13th Company, Canadian
Forestry Corps, B.E.F., on aerodrome construction;
David Whittaker, o Pincher Creek, Alta . joined the
Canadian Overseas Railway Construction Corps in 1915,
1917, received commission with the Royal Engineers.
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
129
BRANCH NEWS
Saskatchewan Branch
J. N. deStein, M.E.I.C. Sec'y.-Treas.
Since the last contribution to The Journal from our
Branch, the question, which had been uppermost in our
minds, namely, legislation, has not advanced one iota.
We had an Act ready to submit to the Legislative Assembly
of this Province and a delegation appointed to interview
the Executive Council of the Government, and it was hoped
to get it presented as Government measure. But our
Parent Council thought the question should be submitted
to the membership at large — and in deference to their
wishes we refrained from carrying out our intentions,
which, unfortunately meant the postponement of legis-
lation for another year.
Right from the outset (Professional Meeting at
Saskatoon), we endeavored to get joint action by at least
the Western Branches, and that means the Western
members of The Institute. But we seemed unable to
carry it out, and through no fault of our own. Though
we sent copies of the draft of our Act to every Branch of
The Institute and kept the Western Branches posted as to
changes, progress, etc., yet, except a few days ago, we did
not receive the copy of a single Act from any of the other
Provinces. Recently the Edmonton Branch wai courteous
enough to send us a copy of the proposed "Alberta Act."
It was the writer's opinion from the very inception of
" proposed legislation," that nothing satisfactory could
be achieved, except by a meeting of representatives of
Branches, who would have to have full authority and
would have to be thoroughly posted on the question.
And then it would have required a few days of steady
" grind " together, preferably with the assistance of an
able lawyer. This opinion was voiced by the undersigned
at our December meeting, and his motion to that effect
carried. We got immediately in touch with all the
Western Branches by wire, trying to arrange a meeting
of representatives of Western Branches as outlined above.
A satisfactory Act drawn up at that time, could have
been submitted to the present sessions of the Legislative
Assemblies of the Provinces of Manitoba, Saskatchewan
and Alberta and, no doubt, the Parent Council would not
have refused their consent to an Act adopted by the
Western membership of The Institute. The three
Prairie Provinces might have had satisfactory Legis-
lation this year.
But the invitation to the meeting was turned down — ■
and now comes the Montreal Branch and practically
suggests the same in a resolution passed on December
1918, of which fact the other Branches and Provincial
Divisions were not acquainted until January 9th, 1919.
It is nearly six months since the Saskatchewan Branch
was instructed at the Western Professional Meeting at
Saskatoon to complete the Act and send copies of same to
all the Branches of The Institute, and we are just now
where we started from ! Why the delay ? I do not think
we have maintained the reputation of Western aggressive-
ness!
And if the Committee, as suggested by the Montreal
Branch, should materialize, let it waste not any more
valuable time, but get together and " do something!"
As the Duluth Engineers Club in an invitation, dated
December 28th, 1918, to form a Union of Engineering
Societies, so ably remarks: "The time to do this is now ! . . .
We should not lose the momentum we have gained!"
Which remark perfectly fits the situation concerning
legislation.
Our Annual Meeting, January 9th, at Regina, saw
representatives from every city of our Province and was
very successful. Several visits had been arranged for the
outside members and we hope that our Annual Meeting
will be quite an event in the future. H. S. Carpenter,
our newly elected Chairman, very ably presented a paper:
" Can Earth Roads be made Satisfactory," another
important and in-.eresting contribution to our study of the
problem of " Good Roads." The Secretary had read a
paper at the December meeting on " Remarks concerning
Rural Roads," and our February meeting has again the
promise of a valuable paper on the road problem in our
Province.
The members seem to have taken quite an interest in
the exhaustive study of this timely question.
Manitoba Branch
Geo. L. Guy, M.E.I.C. Sec'y.-Treas.
A meeting was held on January 8th at the Engineering
Building, Manitoba University, at which consideration of
the new by-laws for the section was taken up. A Com-
mittee of the local Branch had been working for some time
on a revision of these by-laws and a proposed draL had
already been submitted to the members for consideration.
Subsequent to the issue of this draft the new by-law pro-
posed by Headquarters had appeared in The Journal.
Professor Brydone-Jack, Chairman of the Committee on
By-laws, gave a brief address on the proposed new by-laws
pointing out where they differed from the by-laws pro-
posed by the head office. There being no points on which
these two drafts essentially differed it was decided to
consider the amended draft, clause by clause, and at the
same time to consider the points in which they differed
from the Headquarters draft. Considerable discussion
took place and several minor amendments were proposed.
Motion was finally passed that these by-laws be sent back
to the Committee with instructions to make the necessary
alterations, and that the draft be then submitted to
Headquarters for approval.
On January 11th, a luncheon was held at the Fort
Garry, at which an address was given by Ex. Controller
Puttee on labor and its position with regard to re-organi-
zation after the war. Mr. Puttee, who is well known in
labor circles in this city, gave an excellent address which
was listened to with considerable interest.
At a meeting held in the Engineering Building,
Manitoba University, on January 15th, a paper was read
by Theo. Kipp, M.E.I.C, on the " Engineer as a Factor
in the Development of Agriculture in Western Canada."
The paper was of considerable interest to the Members and
a good discussion followed.
130
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
Among the business transacted at this meeting was the
passing of a resolution endorsing the action of the Mani-
toba Branch of the Mining Institute of Canada in sub-
mitting to the Government a protest against the present
method of granting mining licenses in Manitoba by
Order-in-Council, and requesting that same be altered to
Crown grant by Parliament. The Propaganda Committee
was instructed to co-operate with the Mining Institute in
this matter.
W. M. Scott, M.E.I.C., gave notice of motion that at
the next meeting consideration be given as to the best
disposition of the railway line of the Greater Winnipeg
Water District, which, owing to the completion of the
pipe line, is now being considered with reference to whether
this line should be disposed of or operated under the
Water District management.
Guy C. Dunn and J. M. Leamy were appointed as
official representatives of the Branch to represent them
at the next general meeting.
Owing to the influenza epidemic no meetings were
held during November and December.
On December 21st a luncheon was held at the Fort
Garry Hotel at which over sixty members were present.
A presentation of a fob with solid gold charm and fasten-
ings, suitably engraved, was made to A. W. Smith, late
Secretary of the Branch. The presentation was made by
W. P. Brereton, Acting Chairman, who, in a short speech,
expressed the appreciation of the Branch for Mr. Smith's
valuable service, to which Mr. Smith replied in a happily
worded speech.
After luncheon the members visited the tunnel under
the Red River, which is being constructed by the Greater
Winnipeg Water District.
On January 2nd, the first meeting of the year was
held at the Engineering Building, Manitoba University.
Con iderable business was put through, including the
election of officers for the ensuing year; W. P. Brereton
and Geo. L. Guy being elected Chairman and Secretary-
Treasurer, respectively, by acclamation, and A. H. O'Rielly
and R. W. Moffatt as Auditors. Nominations were also
made for the Executive Committee.
A vote of condolence was tendered to the Secretary-
Treasurer, Geo. L. Guy, on his recent bereavement in the
death of Mrs. Guy.
A resolution was passed nstructing the Secretary
to write to each Branch of The Institute requesting them
to appoint a delegate to attend the next annual meeting
of The Institute in Ottawa, to arrange for proper legis-
lation to be presented to the various Legislatures at an
early date, for the registration of Engineers. The motion
was made by J. G. Sullivan, Chairman of the Legislative
Committee, and was carried unanimously, the Executive
being authorized to appoint a representative .for this
Branch.
An interesting paper was then read by W. J. Dick,
M.E.I.C. on " Reconstruction." Considerable discussion
took place after the paper, and a Committee was
appointed to co-operate with the Winnipeg Board of
Trade on forth-coming reconstruction problems.
A full programme has been arranged for the coming
season, many interesting papers having been promised.
It is hoped by the success of the short season before us to
make up for the time lost owing to the recent epidemic.
9f> Sf! !|G Jji
The soft water for Winnipeg, which it was anticipated
would be delivered by Christmas, has been delayed owing
the late delivery of certain castings, but it is hoped the
water will be available early in the year.
Chas. F. Gray, local Associate, was elected Mayor
of Winnipeg at the recent elections by an overwhelming
majority.
W. A. Duff, Chairman of the Branch, who has been
absent from the City for some time, owing to illness,
returned for a short time and was welcomed by many of
the Members. It is hoped that the will shortly return to
Winnipeg permanently.
Grasping an Opportunity.
The action of the Manitoba branch of The Engineering
Institute in deciding to take a more keen and active
interest in matters affecting public welfare calls for
commendation. It indicates the trend of the times, that
problems vitally affecting the future of the nation are
drawing the attention of the right type of men. In other
words, the practical as well as the theoretical men are
becoming interested. There is little chance of anything
" getting past " the engineers save that which will be
backed by the best brains in the country on any given
subject which has to do with advancement along en-
gineering lines. There will be none of the political
element in any of the recommendations which they may
make. If a power line is suggested or a waterway advised
it will not be recommended until the men best qualified
to know its feasibility have pronounced upon it. There
will be no wholesale recommendations for roadbuilding in
certain constituencies. Neither will there be any moves
to spend the public money on bridges which from a
utilitarian standpoint give way to the spectacular. It is
very easy for a semi-public body to recommend the
government to do certain things which, on the surface,
appear feasible and are pleasing to the ear. It is, however,
another thing for the promoters of such an idea to be able
to show the government how the fundamentals of such a
plan are possible in conformity with the need of the greatest
possible economy in the use of public money. From this
standpoint the engineers are at a great advantage. They
will not recommend any plan until they find it is feasible
and reasonably economical.
But the best sign of all is that these men have been
induced to come out publicly and offer their valuable
services in advising federal, provincial and municipal
authorities on important matters. The value of this
cannot be overestimated. — Winnipeg Free Press, Jan. 17.
St. John Branch
A. R. Crookshank, M.E.I.C. Secy.-Treas.
The Annual Meeting of the St. John Branch was held
in the old Post Office Building, January 14th, at 8 p.m.
The members present were the Chairman and Secre-
tary, and Messrs. Archibald, Baxter, Cameron, Dufresne,
Hare, Hatfied, Kirby, and Macdonald; also the follow-
ing visitors : B. Allen of Dept. Ry. & Canals, Cape
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
131
Tormentine; G. B. Ballantyne, F. M. Barnes, J. L.
Heans, H. D. Macaulay, T. W. Russell and K. Vavasour,
a total of seventeen.
The minutes of the meeting of May 7th, at which
the present officers were elected, were read by the Secre-
tary, who also read the minutes of the meetings of
October 7th and November 21st, which were then
approved.
The Chairman then appointed Messrs. Archibald and
Cameron to act as scrutineers.
The Secretary then read his report, which was adopted
on motion.
On motion of Mr. Kirby, seconded by Mr. Hare,
D. L. Hutchinson's application was received, and he was
elected an Affiliate of the Branch.
The Chairman then introduced G. S. Baxter, and
called upon him to read his paper, entitled "A Con-
tractor in a Clyde Shipyard." The paper had been
carefully prepared, was interesting and well illustrated
by photographs and diagrams. It dealt with the work of
remodelling, bringing up to date and enlarging the existing
facilities of the shipyard to allow of the construction of
the largest steamer built up to that time, 1911. This
comprised (1) the construction of several ways, with ;he
use of concrete keel blocks, each served by two sets of
guyed stiff leg full circle cranes; (2) the equipping of the
material yard with railway tracks served by overhead
travelling cranes, straddling a track with storage space on
each side and a radial gantry 136 feet long, pivoted near
the centre and swinging an angle of 180 degrees at the
rear of one of the raised traveller crane rails; (3) the
lengthening of two fitting out berths so that the new
vessel would not stick out into the river and interfere
with navigation. This necessitated the sinking at head
of a slip within three fee of a railway track and near a
heavy building of three curved caissons, with steel cutting
edges and working chamber, brick superstructure
with a horizontal concrete arch forming the core and tie;
(4) the building of a steel sheet pile retaining wall and
timber pile wharf, after the removal of the old existing
structure. A hearty vote of thanks was tendered to Mr.
Baxter by the Chairman for the presentation of his paper.
The report of the scrutineers was then read, and they
stated that twenty-three ballots had been received, one
was rejected, as improperly marked, that C. C. Kirby
had received the plurality of votes for Chairman,
A. R. Crookshank for Secretary- Treasurer and G. G.
Hare and C. O. Foss for Executive Committee
members. The Chai man then declared these gent-
lemen elected, and welcomed Mr. Kirby to the chair.
Mr. Kirby in reply, thanked the members for honouring
him and then referred to the General Professional Meeting
that is planned for this fall, and a=ked hat each member
begin to think seriously about the matter, to make plans
for preparation of papers, entertainment, etc., and to
impart all suggestions to the Executive, so that this
meeting should be worth while. He then called for a
vote of thanks, which was unanimously given to Mr. Gray
for all the effective hard work he had done for the Branch
during the past year.
Mr. Gray stated he appreciated the kindness of the
Meeting and referred to the conscientious work done by
the other officers of the Branch. He then strongly em-
phasized the necessity of each and every member turning
out to the meetings, and to give their active assistance
and support to the officers in this work, " For the Branch
can only be a success, if each member works." The New
Brunswick turnout and the part St. John men played in
the Halifax General Professional Meeting showed what
St. John men can do when they try, so if we all work
together the meeting this fall should be equally successful
as the Halifax one. Mr. Gray then had to leave to catch
his train for home.
The new Chairman then asked the Secretary to read
the communications. A number of letters were then
read by the Secretary.
Under new business it was decided to have the present
and the proposed revised by-laws mimeographed and
distributed to members of the Branch. Moved by Mr.
Baxter, seconded by Mr. Archibald, that the Executive
Committee draw up a set of by-laws based on those re-
commended by the Council and that would be applicable
to our Branch. Carried. Notice of motion of change in
by-laws was given by the secretary, seconded by Mr.
Macdonald, as follows: " That the fee paid by Affiliates
be $5.00, the same to include the subscription to The
Journal for the concurrent year."
On motion the meeting then adjourned at 11.20 p.m.
Sault Ste. Marie Branch
L. R. Brown, A.M.E.I.C. Secy.-Treas.
The first meeting of the Branch was held in the
Y.M.C.A. on the evening of January 9th with about
thirty engineers in attendance. Fraser S Keith, Secre-
tary of The Institute gave a brief outline about the aims
and objects of The Institute and of its history and present
organization for the benefit of prospective members.
The following Executive was elected for 1919:
Chairman, J. W. LeB Ross; Secretary-Treasurer, L. R.
Brown; Executive Committee R. S. McCormick, B. E.
Barnhill, A. G. Tweedie, J. H. Ryckman.
It was resolves that a meeting be held on the last
Thursday of each month. A membership committee
was appointed from the various industries. W. S. Wilson
was elected representative on the Ontario Provincial
Division. F. F. Griffin read a paper entitled Efficiency
Acceptance Tests on a 3200 H.P. Water Turbine.
The next meeting was called for January 30th.
Quebec Branch
J. A. Buteau, A.M.E.I.C. Secy.-Treas.
At the Annual Meeting of the Quebec Branch the
following officers were elected: Chairman, A. R. Decary;
Secretary-Treasurer, J. A. Buteau; Executive, F. T. Cole,
J. E. Gibault, W. Lefebvre.
132
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
The past Chairmen of the Branch are A. E. Doucet,
A. Amos and S. S. Oliver. Alex. Fraser, 16 Aberdeen
Street, has been appointed a member to represent the
Quebec Branch on the Nominating Committee.
Vancouver Branch
A. G. Dalzell, A.M.E.I.C, Sec'y.-Treas.
A meeting of the Vancouver Branch was held on
December 13th, 1918, at which a paper, illustrated by-
lantern slides, on The Detroit Tunnel, was read by
C. T. Hamilton, A.M.E.I.C, and an interesting discussion
took place.
A resolution was passed approving the action of the
Council at Montreal regarding proposed legislation.
At an Executive meeting of the Branch it was decided
to prepare a memorandum to be presented to the Local
Members of Parliament regarding the rating of engineers
by the Civil Service Commission. A copy of this memor-
andum has been sent to all Branches of The Institute.
A delegation waited upon H. H. Stevens and S. J. Crowe,
M.P's. for the Vancouver District and presented
the memorandum, and favourable consideration was
promised.
A general meeting was held on January 17th, and the
communications from the Montreal and Manitoba
Branches regarding legislation considered. After dis-
cussion it was decided to endorse the attitude of the
Montreal Branch with the addition of the word
"promptly" in the sentence of their resolution — "to
inquire into, study and report (-promptly) upon the whole
question of legislation, etc."
It was decided to send a delegation to interview the
Premier of the Province to suggest that the proposed
Public Utilities Commission of the Province should
consist of : one lawyer, one accountant, one qualified
engineer.
A discussion took place regarding a local civic issue : —
the control of the watershed area of the waterworks
system of Vancouver and adjoining municipalities, and
it was decided to submit a resolution to the City Council,
suggesting that a commission of three engineers be
appointed, to consider the whole question of the watershed
area, its development and future control, and to report
to the Council so that prompt action could be taken to
preserve the rights of the citizens.
The Secretary of the Bianch was appointed to repre-
sent The Institute on the Civic Re-construction League.
A vote of condolence was passed to be sent to the
relatives of the late Colonel Bodwell, and express the
sympathy of the Branch in the loss of an esteemed
colleague, and a true representative of the Canadian
Engineers who have served the Empire.
From the last statement of membership the strength
of the Branch is as follows: Members 47; Associate
Members, 72; Juniors, 7, Students, 4; To.al, 130; and
ou of this number the following have served or are
still serv ng the country, in Army o Navy: Members, 14;
Associates, 23; Juniors, 3; Students, 3; Total, 43.
Montreal Branch
Frederick B. Brown, M.E.I.C., Sec'y.-Treas.
The Montreal Branch programme fo; the session,
January to April, 1919, has been issued showing that a
mee ing will be held every Thursday evening at 8.15,
this being the catchword used on the programme and
also on she announcements of weekly meetings, the only
exception being February 13th, when the Professional
Meeting in Ottawa will be held.
On January 9th an interesting paper on Fire Pre-
vention was read by George H. Greenfield. On January
16th, B. O. Eriksen, A.M.E.I.C, read a paper, prepared
by himself and S. H. Deubelbeiss, A.M.E.I.C, which
was completely illustrated by slides, on The Design and
Construction of Reinforced Concrete Viaducts at
Mileages 0.9 and 1.8 North Toronto Sub-Division,
Canadian Pacific Railway. Following this paper, W. F.
Chipman, K. C, chairman of the National Reconstruction
Committee, gave an eloquent address on the problems
facing Canada, in which he pointed out the necessity for
not only a broader policy but for immediate action.
On January 23rd the meeting of the Branch was held
at the headquarters of The Institute, with R. M. Hannaford
in the chair, when J. A. Burnett, A.M.E.I.C, read a paper
on Coaling Plant for Locomotives, followed by a treatise
on Industrial Illumination, by George K. McDougall.
The programme for the remainder of the session, as at
present outlined, is: —
Jan. 30— Coal Briquetting, by Paul Seurot, M.E.I.C
Coal is King (a motion picture), by R. E. Cleaton Com-
pany.
Feb. 6 — Some Problems in Ocean Transportation, by
A. W. Robinson, M.E.I.C. Manufacture of Nitro-
Benzol and Aniline Oils, by G. J. Caron, J.E.I.C
Feb. 20 — Construction of Canadian Northern Railway
Tunnel, Montreal, by J. L. Busfield, A.M.E.I C
Feb. 27 — The Effect of Ice on Hydro-Electric Plants,
by R. M. Wilson, A.M.E.I.C.
March 6— Air Drills, by N. M. Campbell, A.M.E.I.C
The Halifax Explosion from a Chemist's and Physicist's
Viewpoint, by Dr. Howard Bronson, F.R.S.C Burroughs
Adding Machines (a motion picture), by Burroughs
Adding Machine Company.
March 13 — Electrical Welding, by C V. Holslag.
Patents and Engineering by Hanbury A. Budden, A.E.I.C
March 20— Ball Bearing Jacks, by W. H. C Mussen.
A.E.I.C Peat, by Ernest V. Moore, A.M.E.I.C
March 27 — Some Notes on the Design and Construc-
tion of Reinforced Concrete Covered Reservoirs, by
R. deL. French, M.E.I.C.
April 3 — The Operation of Railways as an Engineering
Problem, by V. I. Smart, M.E.I.C.
April 10 — Waterproof Paper Productions and their
Industrial Possibilities, by J. A. DeCew, A.M.E.I.C
April 17 — Quebec Bridge, by Phelps Johnston,
M.E.I.C, G. H. Duggan, M.E.I.C, George F. Porter,
M.E.I.C.
April 24 — Continuation of Paper of April 17th.
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
133
Calgary Branch
C. M. Arnold, M.E.I.C., Sec-Treasurer.
The Annual General Meeting of the Branch was held
in the Board of Trade rooms on the afternoon of Saturday,
December 7th, 1918.
The meeting was preceded by a luncheon, at which
twenty-five members were present. During the interval
between the luncheon and the meeting, the candidates
for Mayor gave short addresses, touching on matters
particularly of interest to the engineer.
A. S. Dawson was elected to act as Chairman in
the absence of Mr. Pearce, and owing to the indisposition
of the Secretary, the position was filled by the Assistant
Secretary, M. H. Marshall.
The Chairman called the meeting to order and called
for the minutes of the last general meeting to be read.
These were adopted and signed by the Chairman.
Communications were read from the Secretary of the
Parent Institute, dealing with badges and new certifi-
cates, and also canvassing for Associates.
Accounts. — Septimus Burnand, $1.50.
Campbell Floral Co., $10.00.
Moved by P. Turner-Bone, seconded by G. N.
Houston, that these be approved.
Applications to join the Branch were received from
four candidates with results of elections as noted :—
George S. Deslandes Elected Associate of Branch.
T D u o „ [Elected with status of Associ-
r^ 1 ? u 1 I ate of Branch, with recom-
Uiarles Howartn ... . . mentation for election to
George Phillip Frederick
Boese .
The Institute
Members.
as Associate
Reports. — A. S. Dawson, Chairman of the
Concrete Committee, stated that he had not as yet
prepared a written report, but would do so. He gave a
short resume of the work that had been done to date. He
wished to nominate R. S. Stockton as a member of
this Committee to fill the vacancy caused by the death of
Mr. Sidenius. Moved by Mr. Peters, seconded by
Mr. Marshall, that Stockton be elected. Carried.
Mr. Peters, Chairman of the Legislation Committee'
stated that he had not prepared a report as the matter was
fully discussed at the recent general meeting of the Branch.
In the absence of Mr. Arnold, Secretary-Treasurer,
his Annual Report was read by the Assistant Secretary,
and is appended as part of these minutes.
A financial statement was submitted showing that
the Branch was in a good financial position.
On the motion of the Chairman, seconded by Mr-
Houston, the report was adopted, and the financial report
was approved subject to auditor's certificate being given
Elections. — The ballots for Officers for the ensuing
year were counted by Scrutineers Gillespie and Chapman,
who reported the following officers elected:—
Chairman G. W. Craig Member.
Sec-Treasurer CM. Arnold
^ ,. /Wm. Pearce Member.
executive j A s Dawson Past Chairman.
F. H. Peters Member.
B. L. Thorne
A. S. Chapman. . .Assoc. Member.
Executive Alberta/F. H. Peters Member.
Division \S. G. Porter "
A ,., (J. S. Tempest. . . .Assoc. Member.
Audltors \R. C. Gillespie.... "
Mr. Craig was given a hearty reception upon assuming
his new duties and made a short address, dealing with the
desirability of publicity on engineering matters. This
branch News seems to be crowded up more than the
others.
General Business. — Mr. Marshall drew attention to
the fact that one of the most important matters to come
before the new City Council was that of Sewage Disposal,
and suggested that this was a question that could very well
engage the attention of the Branch this session. After
some discussion, Mr. Craig promised to present a paper on
the subject, and it was arranged after the matter had been
fully discussed to give one or two public lectures, presented
in a manner intelligible to the ordinary citizen.
The Branch will also take an active interest in any
town planning or housing scheme the city may undertake.
It was announced that W. J. Gale, Associate
Member, offered a mounted beaver to the Branch, and
suggested that it be placed in a prominent public place
as " The First Engineer." The Secretary was instructed
to thank Mr. Gale for his offer, which was accepted, and a
suitable inscription would be arranged for. The matter
would be dealt with by the Executive.
^ On the motion of Mr. Dawson, it was decided to send
a Greeting to members of the Branch on Active Service.
It was decided to leave the matter in the hands of the
Chairman and Secretary to do what was considered best.
The meeting adjourned at 4 p.m.
+
I
I
J
J
I
(2fT THE SASKATOON
/£+ MEETING THE PRESENCE
OF LADIES, WIVES AND
FRIENDS OF MEMBERS WAS
APPRECIATED. A SPECIAL
PROGRAMME OF ENTERTAIN-
MENT HAS BEEN ARRANGED
FOR VISITING LADIES BY
WIVES OF OTTAWA MEMBERS,
OTTAWA, FEB. 11th, 12th and 13th.
I
134
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
PERSONALS
O. W. Smith, M.E.I C. (a member of the Sask.
Branch) is spending the winter at Victoria, B.C.
E. W. Murray, A.M.E.I.C. (a member of the
Sask. Branch) has gone to Montreal for the winter.
W. A Mather, A.M.E.I.C , has been appointed
general superintendent, C. P. Ry., at Moose Jaw, Sask.
C. H. Fox, A.M.E I.C., who has recently returned
from overseas, has been appointed to Mr. McKenzie's
position as resident engineer C. P. Ry., Regina.
A. V. Redmond, A.M.E.I.C, has been moved from
Cochrane to Winnipeg, as district engineer of the Canadian
National Railways, his district extending from O'Brien,
Que., to Brandon, Man.
Murdoch McKenzie, A.M.E.I.C, until recently
resident engineer, C P. Ry. at Regina, has been
appointed engineer in charge of a locating party from
Swift Current, Sask., eastward.
A. W. Haddow, A.M.E.I.C, city engineer of Edmon-
ton, has been appointed professor of Civil and Municipal
Engineering at i he University of Alberta, succeeding the
late Processor Wm. Muir Edwards. Professor Haddow is
a member of the Executive of the Edmonton Branch, and
was Branch Secretary for 1917. He will still devote part
of his time to the city's engineering department.
Stewart F. Rutherford, A.M.E.I.C, one of the most
active members of the Montreal Branch, in which he has
taken a prominent part from the start, being Chairman
of the Industrial Section, has been elected on the new
Council of the City of Westmount at the head of the poll.
Those who know Mr. Rutherford predict that he will do
credit to his new position.
W. S. Harvey, A.M.E.I.C, has received an appoint-
ment with the Toronto Harbour Commission as engineer
of sewers and will prepare plans for the drainage of the
Ashbridge's Bay Industrial Area and extensions to the
city's main sewer ou lets beyond the fill along the water-
front. This wo k will be done under the direction of
George T. Clark, A.M.E.I.C, designing engineer to the
Harbour Commission. Mr. Harvey has just been elected
Secretary of the Toronto Branch of The Institute for 1919.
Dr. J. A. L. Waddell, M.E.I.C, Consulting Engineer
of Kansas City, U.SA., and a member of this Institute
since 1903, has been elected a corresponding member of
the Academy of Science of France. Only nineteen
corresponding members, including Dr. Waddell, have
been elected from the United States since the founding
of the Academy in 1795, and of these there are living at
the present time Drs. Pickering and Hale, astronomers
and Dr. Davis, geographer.
W. F. Drysdale, B.Sc. (McGill), A.M.E.I.C, reached
New York on the Lorraine on December 6th, from
France, and after a conference on busines matters arrived
in Montreal where he renewed former acquaintances.
Mr. Drysdale is a Canadian who is occupying one of the
big positions in industrial affairs in Europe, being the
European representative of the American Locomotive
Sales Corporation, and the Montreal Locomotive Works,
Ltd., with headquarters at Paris, his territory being
Cont'nental Europe. He proposes sailing for France on
February 10th.
Major William Geo. Swan, B.A.Sc. (Univ. Tor.),
A.M.E.I.C, has recently added further laurels to his
already distinguished military career. He has been twice
mentioned in despatches, was decorated with the Croix
de Guerre last year, and has just been invested with the
Distinguished Service Order. Major Swan, previous to
going overseas, was on the engineering department of the
Canadian Northern Ry. at Vancouver, with which
Company he was for the past fifteen years, his latest
position before enlistment being divisional engineer in
charge of construction C N. Ry., from Steves ton to Hope,
B.C. He is a graduate of the Toronto University, and
was a lecturer in the School of Science for two years.
He enlisted with the 131st Battalion, and upon arrival
overseas was transferred to the Railway Troops. For 20
months he was with the Imperial Army, and later trans-
ferred to the Canadians.
G. H. DUGGAN, M.E.I.C.
Newly elected President of the Dominion Bridge Co.
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
135
OBITUARIES
James Russell Wood, B.Sc.
James Russell Wood, B.Sc. (McGill), A.M.E.I.C.,
of Peterboro, died of pneumonia following influenza, on
October 29th, 1918. The late Mr. Wood graduated from
McGill University in 1911 in civil engineering, his first
position being assistant engineer on construction of the
Magog Power Plant. Later he was ass'stant on con-
struction, Monreal Harbour Elevator, No. 12, and in 1913
went to Welland where he was doing general enginering
work.
The late Mr. Wood was born at Rockland, Ont.,
August 1st, 1884, and was transferred from Student to
Associate Member of The Institute, October 20th, 1914.
Captain John Atkinson Tuzo.
Captain John Atkinson Tuzo, A.M.E.I.C., was killed
in action in German East Africa, April, 1918, word of
which was received from his mother from Warlingham,
Surrey, England, on January 13th. The late Captain
Tuzo, was born on September 15th, 1874, and was a
graduate of Leeds University, England. He came to
Canada in 1897, where for eight years he engaged in
mining in the Yale district, B.C., and later took up railway
work in the Northwestern States and in British Columbia.
In 1907 he was resident engineer of the Spokane, Portland
and Seattle Railway, Washington, and 1910 was resident
engineer, Kettle River Valley Railway, with headquarters
at Midway, B.C.
When war broke out he returned to England and
received a commission as Captain with the Imperial
Forces, and was engaged with them in the successful
struggle which ended in the defeat of the German forces
in East Africa.
Major Alfred deCourcy Meade, M.C.
Major Alfred deCourcy Meade, A.M.E.I.C, M C,
was killed in a motor accident at Painstown near Droheda,
Ireland, on Saturday, December 14th. The motor car in
which Major Meade was being driven collided with a
hackney car.
Previous to enlisting, in 1914, in the Royal Engineers,
Major Meade was engaged in railway construction work
in Western Canada. He went to France in March, 1915,
and won the Military Cross on December of the same year.
He left France on the signing of the armistice, having
seen three and a half years in the fighting line.
This information was conveyed to The Institute by
J. C. Meade, A.M.E.I C, of Regina, a brother of Major
Meade, to whom, as well as to the widow and infant son,
the sympathy of The Institute goe , out.
The late Major Meade was born on November 3rd,
1884, and wa elected an Associate Member of The
Institute in November, 1912. He was also an Associate
Member of the Institution of Civil Engineers of Great
Britain.
Lieut.-Col. Howard L. Bod we! I, C.M.G., D.S.O.
The circumstances surrounding the death of Lieut.-
Col. Howard Bodwell, A.M.E.I.C., were particularly
sad, as he died in St. John, from pneumonia, while
returning from the front, and while his wife was on
the road from Vancouver to meet him. The late Lieut.-
Col. Bodwell, who was honoured by receiving the C.M.G.,
D.S.O., Croix de Guerre, was one of the shining examples
of a successful military career, having been assistant
director of light railways in the military area in France.
Born at Ingersoll, Ontario, October 13th, 1881, Howard
Lionel Bodwell was educated at and a graduate of
the Royal Military College, Kingston.
Lieut.-Col. Bodwell's engineering career was for the
most part on railway work and particularly with the Grand
Trunk Pacific Railway. Later he was instructor in
Civil Engineering at Royal Military College and in 1907
was appointed resident engineer of the Canton, Hankow
Railway, Kwong Tung, China, which position he held
for two years. Returning to Vancouver he took up his
residence at the Coast where he was living when war
broke out.
Lieut -Col. Bodwell was associated in railway work
in British Columbia with J. W. Stewart and his rise in the
service was on a par with the distinguished services
rendered by his chief, who is now Brigadier-General,
and in charge of all railway operation on the western front.
He was wounded at St. Eloi in April, 1916, and after
ten weeks in the hospital, returned to the firing ine.
In September of that year he was awarded the D.S.O.
for building a piece of roadway under heavy shell fire. In
December, 1916, Lieut.-Col. Bodwell was made assistant
director of light railways. In January he was made a
Companion of St. Michael and St. George, " for services
rendered in connection with military operation."
Lieut. -Co'. Bodwell received the Croix de Guerre
from the French Government. The official Gazette says:
" Lieut -Col. H. L. Bodwell, C.M.G., D.S.O., has directed
with great competence and sustained energy and carried
to a successful completion in the minimum of time, in
spite of conditions of working which were often difficult, the
construction and putting into operation of a new system of
sixty kilometres of railway which has greatly facilitated
supply of the French troops."
He was a member of the well known Bodwell family
and a cousin of the late E. V. Bodwell, K.C. His father
was Eliphalet Bodwell, of Ingersoll, Ont. His widow was
formerly Miss Dulcie Hornby, and she is left with two
children to mourn his loss.
Lieut.-Col. Bodwell returned to Canada on the
Scandinavian, his death occurring at St. John, N.B., on
Wednesday, January 15th.
EMPLOYMENT BUREAU
Situations Vacant
Engineering Salesman.
Splendid opening for a graduate engineer with a large
industrial organization. Must be young man, not long
out of college; must speak French fluently; be thoroughly
reliable; have business instincts which will enable him to
develop salesmanship of a high order. This is a very
desirable position for an ambitious man of the type
required. Address Box No. 26.
136
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
Preliminary Notice of Application for Admission
and for Transfer
The By-Laws now provide that the Council of the Society shall
approve, classify and elect candidates to membership and transfer
from one grade of membership to a higher.
It is also provided that there shall be issued to all corporate members
a list of the new applicants for admission and for transfer, containing
a concise statement of the record of each applicant and the names of his
references.
In order that the Council may determine justly the eligibility of
each candidate, every member is asked to read carefully the list
submitted herewith and to report promptly to Secretary any facts
which may affect the classification and election of any of the candidates.
In cases where the professional career of an applicant is known to any
member, such member is specially invited to make a definite recom-
mendation as to the proper classification of the candidate.*
If to your knowledge facts exist which are derogatory to the personal
reputation of any applicant, should be promptly communicated.
Communications relating to applicants are considered by
the Council as strictly confidential.
The Council will consider the applications herein described in
February, 1919.
Fraseb S. Keith, Secretary.
•The professional requirements are as follows: — -
Every candidate for election as MEMBER must be at least thirty years of age,
and must have been engaged in some branch of engineering for at least twelve years,
which period may include apprenticeship or pupilage in a qualified engineer's office
or a term of instruction in some school of engineering recognized by the Council. The
term of twelve years may, at the discretion of the Council, be reduced to ten years
in the case of a candidate who has graduated in an engineering course. In every case
the candidate must have had responsible charge of work for at least five years, and this
not merely as a skilled workman, but as an engineer qualified to design and direct
engineering works.
Every candidate for election as an ASSOCIATE MEMBER must be at least
twenty-five years of age, and must have been engaged in some branch of engineering
for at least six years, which period may include apprenticeship or pupilage in a qualified
engineers' office, or a term of instruction in some school of engineering recognized by
the Council. In every case the candidate must have held a position of professional
responsibility, in charge of work as principal or assistant, for at least two years.
Every candidate who is not a graduate of some school of engineering recognized
by the Council, shall be required to pass an examination before a Board of Examiners
appointed by the Council, on the theory and practice of engineering, and especially
inoneof thefollowingbranches at hisoption Railway, Municipal, Hydraulic, Mechanical,
Mining, or Electrical Engineering.
This examination may be waived at the discretion of the Council if the candidate
has held a position of professional responsibility for five years or more years.
Every candidate for election as JUNIOR shall be at least twenty-one years of
age, and must have been engaged in some branch of engineering for at least four years.
This period may be reduced to one year, at the discretion of the Council, if the candidate
is a graduate of some school of engineering recognized by the Council. He shall not
remain in the class of Junior after he has attained the age of thirty-five years.
Every candidate who is not a graduate of some school of engineering recognized
by the Council, or has not passed the examinations of the first year in such a course,
shall be required to pass an examination in the following subjects Geography, History
(that of Canada in particular). Arithmetic, Geometry Euclid (Books I.-1V. and VI.),
Trigonometry, Algebra up to and including quadratic equations.
Every candidate for election as ASSOCIATE shall be one who by his pursuits,
scientific acquirements, or practical experience is qualified to co-operate with engineers
in the advancement of professional knowledge.
The fact that candidates give the names
of certain members as references does not
necessarily mean that their applications
are endorsed by such members.
FOR ADMISSION
BROWN— GEORGE J., of Winnipeg, Man. Born at Lamberton, Minn., Jan.
■Hh 1881. Educ. , Elec. engr , Univ. of Minnesota, 1908. Elec. dftsman and asst.
supt. for W. I. Gray & Co., elec. contra., Minneapolis (6 mos.); elec. dftsman with
Chas. L. Pillsbury Co., conslt. engrs., Mpls. (3 mos.); asst. engr. with Electric Con-
struction Co., St. Paul, Minn., (2 yrs.); ch. dftsman of Lt. & pr. dept., of Portland
Ry. Lt. & Pr. Co., Portland, Ore. (1 yr.); 1912-16, vice-pres. & supt. of constrn. &
erect., for Schumacher Gray Co., Winnipeg, 1916-18, asst. elec. engr., Prov.ofMan.:
1918-19, asst. engr. of mech. services, prov. of Man.
References: J. M. Leamy, E. V. Caton, M. A. Lyons, J. Rochetti, G. L. Guy,
F. II. Farmer.
CHRISTIE— GERALD MOFFAT, of Kamloops, B.C. Born atMoosamim, Man.
Aug. 15th, 1888. Educ, D.L.S. & B.C.L.S., 1910-14 with Christie, Dawson & Hey-
wood, Civil Engr?., of Kamloops, in chg. of parties on survey of land, mines, and
timber and city sub divs. & survey of townsites; 1914 practicing as a land surveyor
in Kamloops; engaged chiefly in making surveys of right of way for C.N.Ry , through
B.C., also irrigation work, laying out flumes, ditches, etc.
References: F. J. Dawson, W. H. Powell, P. Philips, F. W. Anderson, A. Lighthall,
H. L. JohnsoD, E. P. Hey wood.
COURTICE— EDMUND DEAN WADE, of Hamilton, Ont. Born at Holmes-
ville, Ont., Sept. 11th, 1892. Educ. B.A.Sc. Toronto Univ. 1914. Apprentice
C.T.R., shops, Stratford, Ont. (3 mos.); with Clinton Motor Car Co., 4 mos.; 1913,
asst. in dept. of waste water prevention, Toronto, (2 mos.); 1914-1916, asst. & acting
supt. of constrn. with the City of Toronto; 1916 asst. engr. with Hare Eng. Co. (3 mos.) •
1918, engr. with Gordon Hutton of Hamilton, Ont. (2 mos.), from Sept. 1916, chief
of Dept. of Mechanical & Architectural Drawing, Hamilton Tech. and Art. School.
References: E. R. Gray, C. L. Fellows, F. W. Paulin, E. H. Darling.
DENIS— LEOPOLD GERMAIN, of Ottawa. Ont. Born at Gomont, France,
May 20th, 1878. Educ. B.Sc, McGill Univ. 1899. 1897, elec. ry. surveys, central
station asst.; 1S98-1899, testing dept., Royal Elec. Co.; 1900-10. ch elec. engr. of
Jacques Cartier Elec. Co., Quebec; 1910 to present time, hydro elec engr., Comm. of
Conservation, Ottawa.
References: J. White, A. A. Dion, J. B. Challies, R. dcB. Corriveau, W. J. Dick.
DUPIORRON— ARTHUR, of Montreal. Born at Nicolct, Quo., Sept. 29th.
1889. Educ. B.A.Sc, Poly tech. school, Laval Univ., 1911. On survey work during
vacations, wth W. E. Boucher, consl. engr. April 1911-Sept. 1911, with E. Loignon,
H dftsman., hydro, dec & bldg. constrn.; 1911, Jan. 1912, with Central Ry. of Can
:i-< topog. on location, Hawkesbury to Ottawa; Jan. 1912-Sept. 1912, under W. K.
Bishop, on hvdro. elec survevs on the St. Francis River & on constrn. work at
Drummondvillc. Que; Sept. 1912-May 1913, with C.P.R., office of constrn. dept.
Montreal; May 1913-June 1915, bridge dept. C.P.R., design work & preparation of
plans; Aug. 1915 to date with Quebec Streams Comm., as follows; 1915 ch. of partv
on survey of Lake St. John; 1916 in chg. of constrn. of sunerstructure, Sauvage River;
Jan. 1917 to date in chg. of design.
References: 0. Lefcbvrc, A. Surveyer, W. I. Bishop, B. O. Eriksen, J. B. D'Acth,
H. Massue.
EAGER— ALBERT HENRY, of Winnipeg, Man. Born at Waterloo, Que,
July 15th, 1S68. Educ High School; entered railway service June 1st, 1885, June 1st.
1893, Machinist apprentice, Southeastern Railwav and C.P.R. Farnham, Que.; 1893-
1899, Machinist, C.P.R. , Farnham, Que; Aug. 1899-Mach. 1903, Locomotive Foreman,
C.P.R., Farnham, ami Mcgantic Que.; 1903-1906, Genera! Foreman, C.P.R., Cran-
brook, B.C. and Calgary, Alta .; 1907-1908, Dist. Master Mechanic, C.P.R., Kenora.
Ont.; 1908-1910, Locomotive Foreman, C.P.R., Calgary, Alta.; 1910-1915, Sup. of
Shops, Canadian Northern Railwav, Winnipeg; Aug 1st, 1915 to Dec. 1918, Asst,
Supt. of Rolling Stock, Western Lines, Canadian Northern Railway, Winnipeg; at
the present time, merh. supt. Western Lines, Can. National Rys. Winnipeg.
References: J. G. Legrand, E. C. Hanson, J. G. Sullivan, G. Pratt, W. G. Chacc,
G. L. Guy, T. Turnbull.
GRAY— ANDREW JACK, of Hamilton, Ont Born at Victoria, B.C., Sept.,
15th, 1890. Educ. B.A.Sc, Toronto Univ. 1913. 1907-09, apprentice; 1913-14,
asst. engr , Marine Iron Works; 1914-17, on active service; 1917-18, asst. engr., Marine
Iron Wks ; 1918, mech. engr. & dftsman, Steel Co. of Can.
References: E. R. Gray, E. H. Darling, C. F. Whitton, R. L. Latham, W. Janncy.
HARPER— RICHARD DOBSON, of Winnipeg, Man. Born at Bavfield, N.B.,
March 30th, 1890. Educ, high school, 2 yrs. Mt. Allison, & I.C.S. 1906-09, rodman,
topog, levelman, transitman, res. engr. dftsman,; 1909-10, instrumentman on constrn ,
N.T.O.Ry. (4 mos.); 1910, transitman with G. Ross, Sydney, N.S , (3 mos.); Sept,
1911-June 1912, trans man. CNR; June 1912-April 1913, highway engr, Man.
Public Works, 1913-June 191 I, munic. engr. Rosser Municip.; June 1914-Sept.
1914; highway engr, Man. Good Roads Board; Jan 1915-June 1915, dftsman,
C.G.Ry... Moneton, N.B.; June 1915-May 1917, with C.G.Ry., as ch. dftsman,
etc.; May 1917-Sept. 1918, munic engr., St. Francois Xavier.Man.; Sept. 1918
to date, dist. engr., with Good Roads Board, Man.
References: C. B. Brown, A. V. Redmond, A. McGillivray, E. P. Goodwin •
M. A. Lyons.
HUBBARD— FRANK WILLIAM, of Hamilton, Ont. Born at Geneva, Ohio,
Sept. 14th, 1882. Educ. Geneva High school. 1902-04 with L.S. & M.S.Ry.; 1904-00,
rodman, L.S. & M.S.Ry.; 1906-13. instrumentman, L.S. & M.S.Ry. ; 1913 to present
time asst. engr., T. H. & B. Ry., had chg of constrn. of E. & O. branch (Smithville
to Port Maitland, Ont.) ; Port Mailtand Harbor facilities, including slip dock & apron,
Bridgcburg yard, etc.
References: R. L. Latham, E. R. Gray, A. S. Going, H. A. McFarlane, F. W.
Paulin, E. W. Oliver.
HUNGERFORD— SAMUEL JAMES, of Toronto, Ont, Born near Bedford,
Que, July 16th, 1872. Educ. high school. May 1880-Fcb. 1891, mach. apprentice,
S.E.Ry. & C.P.R., Farnham, Que.; May 1891-Aug. 1894, machinist in Que., Ont. &
Vermont; Sept. 1894-1897, with C.P.R., Montreal: Aug. 1897-Apr. 1900, asst. foreman;
C.P.R., Farnham; Apr. 1900-Feb 1901, locomotive foreman, C.P.R. Megantic, Feb.
Sept. 1901, gen. foreman, CP.R.; Sept. 1901-Feb. 1903, loco, foreman, C.P.R. Cran-
brook, B.C.; Feb. 1903-Jan. 1904, master mech., C.P.R., Calgary; Jan. 1904-Feb.
1910, with C.P.R. Winnipeg; Mar. 1910-Nov. 1917, supt. of roll, stock, with C.N.R ;
Nov. 1917-Dee 1918, gen. mgr., C.N.R., Toronto, Dec. 1918 to date, asst. vice-pres.,
C.N.R., C.G Rys. Toronto.
References: H. H. Vaughan, J. M. R. Fairbairn, W. H. Winterrowd, E. W.
Oliver, M. H. Macleod, H. K. Wicksteed, H. Cameron.
JOSLYN— CECIL EARLE, of Ottawa, Ont. Born at Hartney, Man., Nov.,
24th, 1889. Educ. B.Sc, (Honors) Queen's Univ. 1916, D.L.S. 1916. 1914, asst. to
G. H. Blanchet, D.L.S., on base line surveys, Alta. 1915, asst. to A. L. Cummings,
D.L.S., on sub. div. surveys, So. Alta ; 1916, asst. to G. A. Bennet, D.L.S., on reclama-
tion work, Sask.; 1917 to present time, asst. to Inspector of shell components, Imp.
Min. of Munitions.
References: N. P. Dalziel, E. A. Stone, H. W. B. Swabey, D. Wyand, H. It.
Younger, J. M. M. Laforest.
NEWMAN— JOHN JAMES, of Windsor, Ont. Born at Mersey Township,
Ont., March 10th, 1872. Educ. S.P.S. Toronto, 1896-97; apprenticed for OL.S. in
1897, passed final exam, and admitted to practice in 1898. Since Apri 11900, engaged
in anci responsible charge of gen. surveying also engr. practice in vicinity of Windsor
particularly engaged in drainage and paving. At the present time; town engineer
of Leamington, Amherstburg, and Township Engineer of Anderson, Sandwich West,
Colchester South, Tilbury North and Tilbury West.
References: O. McKay, M. E. Brian, A. J. Stevens, G. A. McCubbin, J/A. Bell.
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
137
NEWMAN— WILLIAM, of Winnipeg, Man. Born at Essex County, Ont.,
Jan. 22nd, 1866. Educ, C.E., S.P.S., Toronto, 1891. Jan. 1893-Mar. 1906, gen. eng.
practice & city engr., of Windsor, Ont.; 1906 to date, head of W. Newman Co., Ltd.,
Winnipeg.
References: W. P. Brereton, W, G. Chace, T. R. Deacon, J. Haddin, H. N.
Ruttan, W. M. Scott.
RANDLESOME— HUGH GOFFEN (Lieut.) of Vancouver, B.C. Born at
Reedham, Eng., Dec. 20th, 1882. Educ. Grammar & pub. schools. 1906-07 on Dom.
surveys, topog. and instrument work; 1907-08, topog. and instrumentman, White
Pass & Yukon Ry.; 1908, instrumentman, B.C.E.Ry.; 1908-09, surveys Prince Rupert
Harbor and townsites, B.C.; 1909, in chg., work road & bridge constrn.. Prince Rupert;
1910, res. engr. and locator, Portland Canal; 1911-12, asst. eng., Powell River Paper
4 Pulp Mills & hydro elec. development, chg. of portion trans-provincial road recon-
naissance & location; 1913-15, private work; 1911, in chg. of party, Govt. Water
Rights; 1916-19, on active service with Can. Engineers.
References: E. A. Cleveland, M. J. Leahy, J. A. Kilmer, W. R. Pilsworth, D. O.
Lewis, J. R. Grant, F. G. Aldous, J. B. Holdcroft.
ROBERTS— STANLEY OXLEY, of Ottawa, Out. Born at Cleckheaton, Eng ,
July 26th, 1889. Educ. high school Eng., private study , Winnipeg, survey. 4 mapping
course, Halifax Tech. Coll. 1914, rodman, D.L.S. work, also instrument, levelling,
transit, etc., work; Oct. 1916-June 1918 in chg. of radio apparatus on II. M. C.S. ships,
at the present time, dftsman. in radio branch. Naval Service, Ottawa.
References: J. H. Thompson, J. Murphy, A. B. Lambe, C. P. Edwards, J. B.
Challies.
SCHOLES— JOSEPH, of Regina, Sask. Born at Chadderton, Eng., May 19th,
1876. Educ. Tideswell coll. 1893, private tuition and articled pupil, 3 years with
Chambers Colliery Co. afterwards manager's asst. for nine years and later manager;
1909-16 Supt. P.W.D. Weyburn, Sask., 1917-18 acting city engr.; Sept. 1918 to date
supt. of works Regina, Sask.
References: N. Murray, G. Power, E. M. Proctor, A. E. K. Bunnell, C. R.
Murdock.
STOUT— CLIFFORD VIER, of Winnipeg, Man. Born at Winnipeg, May 12th,
L884. Educ. B.C.E., Univ. of Man., 1910, 2 yrs. in Arts. 1908-09. survey work; 1910,
testing laboratory work (4 mos.l; 1910-1 1, with CNR.; bridge dept. (6 mos.); lUll-
12, engr. of constrn. of trestles & foundation, C.N.R.; 1912-15, in chg. of contstrn.
of bridges on Yellowhead div., C.N.R.; 1915-17, farming; 1917 to present time with
C.E.F.
References: H. A. Dixon, E. Brydonc-Jack, A W. Smith, W Walkden, J, A.
O'Rielly, W. Aldridge.
TARE— CHARLES WINTHROP, of Windsor, Ont. Born at Lawrence, Mass.
Dee. 14th, 1876. Educ. scientific dept., Phillipps Andover. 1897-1902, eng. asst, with
Metropolitan Water Board, Boston; 1903, asst. engr., with Comm. investigation, water
supply for N.Y.C., from Long Island; 1901. asst engr. with Bering A Fuller, in
of constrn., design, 4c; 1905, asst. engr. with Hudson Cos , during constrn. o( turn
under Hudson River; 1906, res. engr. for Cape May Heal Estate Co., in chg, of hydraulic
dredging, and bldg. of townsite, etc: 1907-08. :i"t. engr. with Hoard of Water Supply,
N.Y.C., on further investigations; 1909, asst. eh. engr., Dept. of Wall r Supply, Gas
& Elec. Brooklyn, 1912-13, office engr., in chg. of design, plans, reports, &c, in connec-
tion with bldg. tunnels, dams, intakes, 4c, in Puebla, Mexico; I'M 1-15 supt. of constrn.
& operation with Aetna Chem. Co., at Oakdale, Pa ; 1916 asst. .tilt with Morris
Knowles, Pittsburgh, Pa.; 1917-18, vice-pre t Morris Knowles Ltd .
Windsor, Out., in chg. constrn. ,dsgn., reports, Ac.
References: J. V. Davies, J. Forgie, M. Knowles, F. ('.'. Me Math, O. McKay,
M. E. Brian, R. Hering, J. S. Nelles.
TEMPLEMAN— GEORGE EARL, of Montreal Porn at Waubaushene, Ont,
June 26th, 1879. Educ. High school, matrie, 1st yr., SI'S, Toronto, 1896. 1900-02
gen. operating experience on hydro elec. 4 transmission line- in H( !.; Jan ' let 1903,
direct current testing dept. of Western Elec Co., Chicago; Oct. 1903-Oct. 1904, alter-
nating current test, work, Can. Gen. Elec. Co., Peterboro, Ont ; 1904-12, with Allis
Chalmers Bullock Ltd., as follows: 1904-07, erect, emrr ; 1907-08, gen. foreman of test
& winding depts.; 1908-10, supt. of constrn.; 1910-11 gen. supt. of works; 1911-12,
gen.' engr. on hydro elec. work; 1912-14, in partnership Dietrich Ltd.. eontr engrs.,
supervision of all contracts; 1915 to present time with Elec. Comm. of Montreal, as
follows; 1915-July 1917, supt. of constrn. 4 maintenance; July 1917 to date, ch
References: L. A. Herdt, R. H. Balfour, G. M. Mynn, F. B, Rrown, Ii S.
Kelsch.
VIENS— EPHREM, of Ottawa, Ont. Born at Ange Gardien, Que., Jan. 19th,
1896. Educ, B. A., McMaster Univ., 1905., part of M. A. course 1905-06, and course
of C.E. with I. C.S. 1906-07, with Int. Portland Cement Co., Hull, Qui- (5 mos.);
Apr. 1907 analytical chem. and physicist, D. P. W. ; winter 1913-16, acting director of
the Laboratory for Testing Materials, D. P. W., Ottawa. May 1916 to date,
date, director of same.
References: A. B. Lambe, J. Murphy, C. R. Coutlee, A. St. Laurent, E. I).
Lafleur, R. deB. Corriveau, J. B. McRae.
FOR TRANSFER FROM THE CLASS OF ASSOCIATE MEMBER
TO THAT OF MEMBER
EMRA— FREDERIC HARCOURT (Capt.) of London, Eng. Rom at Sali
Eng., June 13th, 1881. Educ, prep, school, Bromsgrove school, ling. 1904-08, with
T.C.Ry., on constrn., 4c., 1910-11, res. engr., with T.C.Ry. 1915, asst. dist. engr.,
S.E.L.C 4 D.Ry.; July 1915-Oct. 1916, on active service; Aug. 1917, invalided to
England; at present time asst. ch. engr. Ministry of Shipping & Extensions Dept. of
the Admiralty, London, Eng.
References: C. H. Keefer, W. P. Anderson, D. MacPherson, F. Moberly, V. E. A.
Belanger, E. P. Goodwin.
McKENZIE— BERTRAM STUART, of Winnipeg. Man. Born at Almonte, Ont.
July 3rd, 1876. Educ, B.A., 1900, B.Sc, 1901. McGil Univ. 1896-97, munic
work, Brookline, Mass.; 1898-1900, hydraulic and ry. work, T. Pringle 4 Sons; 1901,
exploratory work. Algoma Commercial Co., Soo, Ont ; 1907, ch. dftsman, C.P.R ,
bridge dept.; 1907-09, asst. div. engr., C.P.R , East, Div.; 1910-12, asst. bridg
G.T.P.Ry., Wpg.; 1912 to date, consl. engr.
References: J. G. Lcgrand, C. N. Monsarrat, W. M. Scott, W. G. Chace, W M.
Macphail, W. P. Brereton.
SWABEY— HAROLD WILLIAM BIRCHFIELD, of Ottawa, Ont. Born at
Woburn Sands, Eng., July 26th, 1879. Educ. Crystal Palace Engr. School 4 English
Coll., Bruges, Belgium. Jan. 1900-Aug. 1901, asst. engr. with Baldry 4 Yerburgh,
on constrn. of L. 4 Y.Ry. (England); Aug. 1901-June 1902, asst. engr. with Naylor
Bros., on constrn. of Dearne Valley Ry. (Eng.); Jan. 1903-Feb. 1901, engr. in chg. of
measuring and laying out work, with T. Wrighley 4 Sons, contrs. ; Feb. 1904- Jan. 1906,
engr. with Baldry 4 Yerburgh, Canada Branch Dock, Liverpool, Eng.; June 1906,
1911, engr. in chg. of constrn. with New Canadian Co, on A.Q. 4 W.Ry.; Jan. 1911.
April 1912, acting ch. engr. on same; April 1912-Oct. 1912, res. engr. Que. 4 Sag. Ry :
Oct. 1912- May 1914, res. engr., Ont. Lake Shore line, C.P.R.; Aug. 1914-Dec 1914.
Inspection of asphalt pavement. City of Verdun; April 1915 to date, officer in chg. of
inspec. of steel (Canada) for Ministry of Munitions.
References: N. P. Dalziel. G. R. Ballock, A. F. Stewart, E. S. M. Lovelace,
J. H. Larmonth, R. J. Durley, Sir Alex. Bertram, P. B. Motley.
FOR TRANSFER FROM THE CLASS OF JUNIOR TO HIGHER GRADE
CALVERT— DAVID GORDON, of Davton, Ohio. Born at Napier, Ont., Oct.
Lith, 188S. Educ 2\i yrs. Toronto Univ., S.P.S., 1906-07 (summers) survey work
for Dom. Gov.; 1907-0S, testing dept., Toronto St. R.R.; 1909-12, instr. man, T.C.
Rj , Cochrane, Ont. 1912-13, with Geo. Fuller Constrn. Co., Winnipeg.; 1913-14,
asst engr., C.P.R., Transcona, Man.; 1914-17. engr. for Con. Stewart Co. Ltd., 1917-18,
engr. in chg. of constrn. 4 maintenance, with Dayton Wright Airplane Co., Dayton,
References: N. D. Wilson, E. G. Hewson, W. E. Janney, F. Goedike, A. W.
Lamont, J. R. W. Ambrose.
HUNT— WILLIAM HAROLD, of Winnipeg, Man. Born at Lennoxville, Que,
Nov. 24th, 1884. Educ. B.C.E., Man. Univ. 1913. 1902-1(5, apprentice machinist,
Northern Iron Works, Winnipeg; 1905-07, with C.P.R.; 1907-1 1, eng. student, employed,
during summer months on ry. surveys and constrn , with Hudson's Bay Co., C.P.R ,
and C.N.R.; 1912, asst. engr., CNR , bridge dept.: 1913-15, asst. city engr., Moose
Jaw, Sask. ; 1916 to present time, road engr., Prov. of Man., Dept. of Pub. Wks.
References: E. Brydone-.Iack, A McGillivray, N. B. MacTaggart, M. A. Lyons,
T. W. White.
McCULLY— ROBERT CHESLEY, of Sarnia, Ont. BornatShediae.N.B., 21st,
Dec 1888. Educ, B.Sc (C.E i McGill, 1916. B.A. 1909, Mt. Allison Univ., M.A.
1910 July 1910-Nov. 1911. with Topo. Surveys, Ottawa; 1911-14, asst. to chief
astronomer, Ottawa: Mar. 1915-Nov. 1915, as-,t. Surveyor on D.L.S. Prov. of Man.,
in chg. of party; May 1916-Dec. 1916, asst. surveyor on L.D.S., Prov. of Sask., chg.
of stadia field party; Jan. -Feb, 1917, instr. man with Foundation Co Ltd., Port
Colborne, Ont.. laving outlines & grades for constrn. of Internal Nickel Co. plant;
lei, 1917, received comm. as D.L.S.; April 1917-Feb. 1918, inspector in chg. of constrn.
G.W.W I); Feb. 1918-April 1918, dftsman for G.T.R., Wpg.; Mar. 1918-Oct. 1918.
in cle; of constrn. with Imperial oil Ltd , including testing, bearing power, design, of
foundations, etc ;Oct 1918 to present time, designing and estimating concrete structures
under supervision of ch. engr.
References: G. F. Bichan D. L. McLean, G. M. Pitts, E. M. Salter, II W.
PORTER .lolIX EARLE.of Windsor, Ont. Horn at Wingham, Ont., Dec. 6th,
1891 Educ. B.A.Sc, Toronto Dniv. 1915. Summers 1912 4 1913 with A.C.Ry.,
as rodman, timekeeper, 4c; summer 1911, instru. man, D.P. W., Windsor/ int.; May
1915- May 1918, asst. engr. D.P.W., Dist of Western, Ont., in chg. of various surveys
in connection with harbor developments, improvements, estimates, prep, of plans, etc.:
May 1918 lo present lime, field engr., Can. Sleel Copr., Ojibway, Ont., in chg. of
\ , inspec of constrn., 4c
References: \ I Stevens, II B. R. Craig, W. P. Merrick, II. Thorne, R. Carlyle,
C. R. Young
VALIQUETTE -JOSEPH HENRI, of Montreal, Que. Born at La Conception,
Que, .Ian. 24th, ISM Educ B.A.Sc, Civ, Laval Univ., 1907, 1901',, tran. man
with Shaw. Water 4 Power Co.; 1907-13. insoec. of mines, I'rov. of Que., in chg. of
road constrn : 1913-15. consl. engr , Montreal; 1915-18, engr. in chg. of West, div.,
P.W I' , Montreal, and at present time asst engr., in chg., Dept. of Surveys 4 Design,
City of Mont real.
References: G R MacLeod, J. A. Bernier, A. B. Normandin, V. C. Laberge,
I' L Mercier, .1. C. Gwillim, A. Walls, ,1. R. Barlow.
WATSON -McCLELLAND BARRY, of Toronto, Ont. Born at Toronto
Jan. 22nd, 1889. Educ, B.A.Sc, 1910, C. E., 1916, M.E., 1918, Toronto Univ,
1905-07, asst. engr., Munic Power System, Weston, Ont.; 1908, asst. engr., C.N.Ry.
(5 mos. vac); 1910, asst. engr., Can. Westinghouse Co. (5 mos. vac); May 1911-Oet.
I'll-', res. engr., for Chipman 4 Power, in chg. of dsgn , installation, sewerage, etc,
Dauphin, Man : Nov. 19 12- July 1913, asst. meoh. engr., Toronto Power Co.; Aug.
1913-Aug. 191t, asst. engr., Dept. of Pub. Highways, Prov. of Ont.; Aug. 1914-Sept.
1917, military eng. work, licut., Roval Engineers, both in Eng. and France; Dec.
1918, aviator & flight comm., Royal Air Force, employed as ch. instructor in Aeroplane
design, etc. in School of Aeronautics. At the present time asst. engr Dept. of Pub.
Highways, Toronto.
References: W.'A. McLean, R. P. Fairbairn, G. Hogarth, P. Gillespie, W. Hul-er
G. C Parker, R. C. Muir, J. A. P. Marshall..
FOR TRANSFER FROM THE CLASS OF STUDENT TO HIGHER GRADE
SMYTH— EDWARD STANLEY, of Kitchener, Ont. Born at Kitchener. Ont.,
July 7th, 1891. Educ, B.Sc (honors) Queen's Univ. 1912. Summer 1910, dsgning.
hhI drafting on reinforced concrete; 1911, asst. town engr., Waterloo, Ont.; May-Oct.
1912, res. engr. in chg. of constrn. on sewerage work, with Chipman 4 Power; Oct,
1912, with Malcolm 4 Rudd, Guelph, in chg. of concrete constrn.; April 1913-Oct. 191 1,
with Chipman 4 Power, as res. engr.; in chg. of constrn. of sewerage 4 waterworks,
at Waterous.Sask.; April l913-Oot,1913; April 1914-Oct. 1914, on elec light and power
installation; Dec. 1st, 1913-April 1914, making plans and surveys for storm water
inge system, London, Ont.; Nov. 19 14- March 1918, on active service, licut.,
Can Engrs., C.E.F ; April 1918 to present time, dist. vocational officer, with Dept.
of Soldiers, Civil Re-Establishment.
References: W. Chipman, H. E. T. Haultain, J. A.McPhail.W. H. Breithaupt,
C. R. Murdock.
TRUDEL— PHILIPPE, of Quebec, Que. Born at St. Irenee, Que., 28th Feb.
Feb. 1896. Comm. course, Levis Coll., and Ecole Polv., 2V 2 yrs. course. Summers
1911-16, instrumentman with Tremblay 4 Belanger; 1917-19, 1st asst. to E. W.
Gauvreau, ch. engr. of Que. Roads Comm., on highway constrn.
References: A. Tremblay, A. Pepin, J. O. Montreuil, R. Savary, J. A. Lefebvre,
J. P. Heroux, G. Henry.
138
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
ENGINEERING INDEX
In this department will b< published from month to month the lilies of current engineering papers with the authors
and source and a brief extract of the more important. It is designed to give the members
of The Institute a survey of all important articles relating to the engineering
profession and to every branch of the profession.
PHOTOSTATIC PRINTS
Photostatic copies may be obtained of any of the articles listed in this section.
Price of each print {up lo 11 x l.' t in. in size), 2i> cents, plus postage. A separate
print is required for each page of the larger-size periodicals, but where possible two pages will
be photographed together on the same print. Bill will be mailed with the prints.
Orders should be sent to
Harrisson IV. Craver, Director,
Engineering Societies Library.
29 West Thirty-ninth Street, New York, N. >'.
MIX HANICAL ENGINEERING
AIR MACHINERY
Turbo-Blowehs. Coppus Turbo Blower. Indus. Management, vol. 57, no. 1,
Jan. 1919, pp. 7l-7."i, 2 figs. Mechanical features of machine constructed by
Coppus Eng. & Equipment Co,
Combined Motor and Turbine Driven Blast-Furnace Blower. Iron &
Coal Trades Rev., vol. 17. no. 2645, Nov. s. lots, p, 523, 1 fig. Operation
of unit consisting of synchronous motor driving blower, this motor being
operated in addition as a power factor adjuster on a 3000- volt 50-cycle supply.
Ventilators, The Largest Round Ventilator in the World. Metal Workers, vol. 91,
no I, Jan. 3, 1919, pp. 28-29, 3 figs, Details of special construction to withstand
wind pressure and serine permanence and service.
CORROSION
Aircraft Parts. Corrosion Prevention on Aircraft Metal Parts, II. A. Gardner.
Aviation, vol. 5, no. 9, Dec. 1, 1918, pp, 565. Quotes standard procedure of
Navy Department for protection or iron, steel and aluminum aircraft parts.
Pipe. Investigation of Pipe Corrosion in Chicago Buildings, with Special Reference
to Durability of Pipe Materials, Thomas J. Claffy. Mun. & County Eng.
vol. 55, no. 6, Dee. 1918, pp. 208-210. Data secured from inspection of G3
buildings. Rating of cast iron, wrought iron and steel.
FORGING
Density oi Steel. Does Forging Increase Specific Densitj of Steel? II. E. Doerr.
Bui. Am. Inst. Min. Engrs , no. 145, Jan. 1919, pp. 79-81, 2 figs. Table of
specific densities of ten ingots of basic open-hearth steel both before and after
forging shows little or no change in density with steel initially free from cavities
DROP FORGING. Drop Forging in Automobile and Aircraft Work. Part VI. Auto-
mobile Engr., vol. 8, no. 120, Nov. 1918, pp. 328-531, 13 tigs. Details of typical
plant, with description of modern tools and methods.
Gun Forgings, Making Gun Forgings Under War Demands, E. C. Kreutzberg.
Iron Trade Rev., vol. 63, no 22, Nov. 2s, PUS. pp. 1210-1242, (i figs. General
character of work done by Tacony Ordnance Coprs., Philadelphia.
( (PERATION. Recommendations for Economical Operation of Iron Works (Dispositions
gfinerales qui peuvent etre recommanclees dans les installations de forges),
O. Duperron. Gene Civil, vol. 73. nos. 20 and 21, Nov. 16 and 23, 191s,.
pp. 387-389 and 404-107. ;i figs. Concerning regenerative devices, use of powder-
ed fuel, continuousness of operation, use of compressed air. Plans of ideal
modern smithy.
FOUNDRIES
HiMKK Melting. Melting Brass in a Rocking Electric Furnace, H. W. Gillett and
A. E. Rhoads. Department of Interior, Bur. of Mines. Bui. 171, Min. Tech-
nology 23, 131 pp., figs. Sets forth in detail possibilities and limitations of
electric brass melting and compares various types of furnaces. Also Water
Rev., vol. 29, no. li, Dec. 1918, pp. 9-11.
ChaPLETS. Obtaining Best Results from Use of Chaplets, Ernest Schwartz. Foundry,
vo. 47, no. 317, Jan. 1919, pp. 14-15, 14 figs. Removal or prevention of rust
and precautions against excessive moisture essential to prevent blowholes;
choosing types and sizes for various purposes.
CORE ROOM. Core Room of T. H. Symington Co., Rochester, Donald S. Barrows.
Can. Foundryman, vol. 9, no. 12, Dec. 1918, pp. 290-299, 9 figs. Arrangement
intended to provide good ventilation and lighting.
Efficiency in the Con' Room, .1 B. Conway. Am. Mach , vol. 50, no. 1,
Jan, 2, 1919, pp. 11-14, 6 figs. Conclusions reached as result of investigation
into conditions of efficiency and production in southern factory and remedies
applied.
Cupola, operation of a Cupola, William Lauten. Metal Trades, vol. 9, no. 11,
Nov. 1918, pp. 4G1-4G3, 2 figs. Account of experiments with colums charging
Foundries. Continous Two-Story Foundry Proves Economical, J. F Ervin.
Foundry, vol 47, no. :',17. Jan. 1919, pp. 10-42, 2 figs. States thai extensive
handling operations in modern foundry are most readily performed in building
of multi-story design. From paper before Am. Foundrymen.s Assn.
Unique Features of an Illinois Foundry, Charles Lundberg. Iron Age,
vol. 102, no. 26, Dec. 20, 1918, pp. 1503-1509, 13 figs. Electric steel, gray-
iron and semi-steel departments; continuous operations with large production
in small space; use of molding machines. Description of plant of Avery Co.,
Peoria, Of.
MOLDING. How (jcar Cases for Tractors Are Molded, Foundry, vol. 47, no. 317,
.bin. 1919, pp. 2-5, 8 figs. Molding machines of large capacity and special
core-room equipment are employed; special rigging for economies.
Patterns and Their Relation to Molding Problems, Joseph A. Shelly,
Machy., vol 25, no. I, Dec. 1918, pp. 310-31 4, 12 figs. First of scries of articles
dealing with construction and application of patterns, including use of wood-
working tools, art of joinery, ami various methods of building patterns and core
SALVAGE Wo ik. Reclaiming Wealth in the Foundry Yard, 1'. B. Hicks. Can.
Foundryman, vol. 9, no. 12, Dec, 1918, pp. 302-303, Salvage work conducted
by :i superintendent of Sawyer- Masscy works.
War Demand . Shell Need Found Foundries Ready. Iron Trade Rev., vol. 63,
no 22, Nov 28, 1918, pp. 1229-1236, 15 figs. Methods developed in American
foundries to meet increased demand of production.
Sri also ELECTRIC. If. ENGINEERING, Furnaces (Industrial Furnaces,
furnaces).
I I ELS WD FIRING
Blast-Furnace Gas. The Use of Blast-Furnace Cas for Heating lioilers and
Metallurgical Apparatus (L'emploi du gaz pour le chauffage des ohaudieres
et des appareils m£tallurgiques), H. Thiry. Genie Civil, vol. 73, no. 21, Nov. 23,
lots, pp. 401-401, s figs. Precautions necessary to insure successful operation
Of ( lowper system. Abstract of discussion before South Wales Inst. Engrs. and
Cleveland Inst. Engrs.
Briquetting. The Economy of Briquetting Small Coal, J. A. Yeadon. Trans.
tnstn. Min. Engrs., vol. 50. part 1, Nov. 1918, pp. 31-31 and (discussion),
pp. 31-30. Considerations on conservation of coal and utilization of waste
materials; advantages of briquetting; method of manufacture; rectangular
and ovoid forms of briquets,
CHIMNEY DESIGN. Saving the Waste in the Chimney, Robert Sibley and Chas
II Delany. .11. Elec, vol 41, nos 10 and 11, Nov. 15 and Dec. 1, 1918, pp.
463-464 and 511, 4 figs. Nov. 15: Fundamental laws of chimney design as
applied to economic operation of oil-fired power plant. Dec. 1; Draft formula for
modern power plant.
COMBUSTION Characteristics of Coal. Combustion Characteristics of Coals.
Blast Furnace, vol. 6, no. 12, Dec. 1918, pp. 495-497, 5 figs. Factors entering
into success of equipment selected for burning different kinds of coal; perform-
ance of various types of stokers; data on grades of coal.
Generation of Heat from Bituminous Coal and Its Absorption by the
Boiler. Henry Misostow. Power, vol. 48, no. 25, Dec. 17, 1918, pp. 898-899,
3 figs. From paper before National Assc. of Stationary Engrs., Cincinnati,
Sep! 1918.
Combustion Characteristics of Coal. Joseph G. Worker. Ry. Rev., vol. 03,
no. 23, Dec. 7, 1918, pp. 824-S27. Behavior of different grades of stationary
boiler plant fuel with reference to type of mechanical stoking apparatus best
suited for it. Fuels treated range from small sizes of anthracite through several
grades ami qualities of bit ominous and lignites.
Combustion Characteristics of Coals and Selection of Suitable Stokei
Equipment, Joseph G. Worker. Railroad Herald, vol. 23, no. 1, Dec. 1918,
pp. 9-1 1. 7 figs. Results of tests on overfeed type of stoker with smaller sizes
of nos. 1, 2 and 3 buckwheat coal and tables giving performance of underfeed
stoker as applied to various sizes of boilers and burning different grades of coal.
I'i el Conservation. The Fuel Situation in New England, B. B. Pollock. Official
Proc. N. Y. R. R. Club, vol. 29, no. 1, Dec. 1918, pp. 5455-5450. Measures
taken to meet coal shortage by Federal Administrator, Boston & Maine R. R.
Some Important Points in Fuel Conservation, Robert Collett. Ry. Age,
vol. 05, no. 25, Dec. 20, 1918. pp. 1121-1123. Why we must still save fuel;
plan of organization; lessons learned from personal experience. From paper
before New England Railroad Club.
II iND-FrRED Plants. Fuel Economy in Hand-Fired Power Plants — V. Power Plant
Eng., vol. 22, no. 24, Dec. 15, 1918, pp, 987-989. Feed water heating and
purification. Abstract of circular 7, Univ. III. Eng. Experiment Station.
Indiana Coals. Burning Indiana Coal on the Chain Grate, T. A. Marsh. Power,
vol. 49, no. 1, Jan. 7, 1919, pp. 17-10, 7 fig. s . Characteristics of Indiana screen-
ings from four seams supplying most of steaming coal; need of large grate area,
large furnace volume and strong draft to give capacity, and long, high-pitched
arches.
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
139
Iowa Coals. Burning the Low-Grade Coal of Iowa, T. A. Marsh. Power, vol. 48,
no. 27, Dec. 31, 1918, pp. 940-941, 4 figs. Burning Iowa coal on chain grate
Being low in heat value, high in ash and of clinkering, non-coking variety,
this coal requires, for successful burning, practically continuous ash disposal
and non-agitation of fire. Also Elec. World, vol. 72, no. 25, Dec. 21, 1918,
pp. 1166-1168,4 figs. General considerations to observe in selecting stokers and
in designing furnaces; specific changes which can be made in order to adapt
existing stokers to low-grade fuels.
Lignites. The Firing of Pulverized Lignite. M. C. Hatch. Jl. Elec, vol. 41,
no. 12, Dec. 15, 1918, pp. 539-541. Advantages in pulverizing; methods of
handling furnace design for pulverized fuel; caculation of total cost.
Notes on Lignite. Its Characteristics and Utilization, S. M. Darling.
Power House, vol 11, no. 11, Nov. 1918, pp. 328-331. Abstract of U. S. Bureau
of Mines paper.
Powdered Coal. Pulveriied Coal and Its Preparation, J. M. Wadsworth. Jl.
Elec, vol. 41, no. 11, Dec 1, 1918, pp. 511-512, 2 figs. Arrangement of machinery
in small coal pulverizing plant. Compiled for Western needs by technical
staff of Fuel Administration. First of series.
Stokers. Power Plant Management VI Mechanical Stokers, Robert June, Refrig.
World, vol. 53, no. 12, Dec 1918, pp. 2325, 3 figs. Efliciency of stokers;
smoke alleviation ; characteristics of individual chain-grate stokers.
Storage. Effect of Storage on Coal (II), Coal Trade Jl., year 50, no. 51, Dec. 1918
Ep. 1481-1482. Analytical data accumalated during weathering tests made
y Eng. Experiment Station of Univ. of 111. Tests covered period of six years.
Coals used were from Illinois field. (Continuation of serial.)
Wood. Waste Wood as a Fuel Possibility, O. F. Stafford. Jl. Elec, vol. 41, no. 12,
Dec 15, 1918, pp. 541-543. Suggests conversion of wood waste into ethyl
alcohol, direct fuel and powdered charcoal which might be sued directly in
specially designed Diesel engine.
FURNACES
Annealing Furnaces. Continuous Type Annealing Furnace, Philip D'H. Dressier.
Iron Trade Rev., vol. 63, no. 25, Dec. 19, 1918, pp. 1416-1417, 5 figs. Deals
specially with a form of continuous car-type annealing furnace. Disscusion of
H. E. Diller's paper before Am. Foundrymen's Assn.
Heat Treating. Equipment Data on Heat Treat Furnaces, Am. Drop Forger,
vol. 4, no. 11, Nov. 1918, pp. 437-439, 6 figs. Discusses refractory material,
fuel-oil burners and other furnace equipment.
Insolation. Value of Heat Insulation in Furnaces, A. W. Knight. Am. Drop
Forger, vol. 4, no. 11, Nov. 1918, pp. 451-453. Discusses particularly use of
insulation as applied to annealing ovens.
Pressures. Graphical Examination of Pressures of Hot Gases and Vapors in Furnaces
and Chimneys (Etude de quelques cas g<;neraux de pression de gaz chauds et
fumees dans les fours et cheminees par representation graphique), J. Seigle.
Bulletin et comptes rendus mensuels de la Societe de l'Industrie Minerale,
series 5, vol. 14, 3d issue 1918, pp. 133-151, 17 figs. Variation of pressure at
different points of enclosure containing hot gases when (1) enclosure is open
at top (2) open at bottom, and when (3) it connects with another enclosure
by conduit at top.
HANDLING OF MATERIALS
Dumper. Dumper at Sewalls Point Handles Two Cars at Once. Eng. News-Rec,
vol. 81, no. 24, Dec 12, 1918, pp. 1086-1088, 5 figs. New facilities of Virginian
Ry. at coal pier near Norfolk also incude cars of 120 tons capacity, and long
incline.
Double Car Dumper for Handling Coal, A. F. Case. Iron Age, vol. 102,
no. 24, Dec 12, 1918, pp. 1435-1438, 7 figs. Description of new Sewalls point
" r. Co.
plant of Virginian Ry.
HEAT TREATING
Malleable Iron. Tests in Annealing Malleable Iron, H. E. Diller. Iron Trade
Rev., vol. 63, no. 25, Dec. 19, 1918, pp. 1414-1416, 4 figs. Experiments conduct-
ed to determine time necessary for annealing; study of results and indication of
possibility of annealing in 48 hr.: microphotographs, description of continuous
car-type heating furnace. Paper at annual meeting of Am. Foundrymen's
Assn.
STEEL
Steel. Art of Heat Treating. D. N. A. Blacet. Ry. JL, vol. 25, no. 1, Jan. 1919,
pp. 18-20. Economical aspect of adding metalurgist to personnel of plants
manufacturing steel parts; general considerations regarding selection of
specifications. From Jl. Am. Steel Treaters' Soc.
Surface Combustion. Application of the Surface Combustion Process to Heat
Treating and Similar Work, John H. Bartlett, Jr. Proc. Steel Treating Soc,
vol. 1, no. 11, pp. 18-32, 12 figs. Generation and application of heat; propor-
tioning of gas and air mixture; description of several installations for heat treat-
ing; automatic heat-treating furnaces for large-size shells.
HEATING AND VENTILATION
Circulating Heating. Heating Shop Floors by Circulation. Metal Worker,
vol. 90, no. 24, Dec. 13, 1918, pp. 662-663, 6 figs. Scheme to draw cold air
form the floor.
Factory Heating. Fuel Wastes in Factory Heating.? Charles L. Hubbard. Indus.
Management, vol. 57, no. 1, Jan. 1919, pp. 23-25. Sources of losses; suggestions
for economies; means for temperature control suited to different systems of
heating.
Hospitals. Heating and Power Plant Economies for Hospitals, J. D. Kimball.
Modern Hospital, vol. 11, no. 6, Dec. 1918, pp. 437-439. Fundamentals and
recommendations of National Economy Program. Paper for convention of
Am. Hospital Assn.
Moisture Removal. The Removal of Moisture from Special Rooms and Buildings,
Charles L. Hubbard. Domestic Eng., vol. 85, no. 8, Nov. 23, 1918, pp. 283-285
and 313-315, 6 figs. Notes on installation of ventilating systems in laundries,
dye houses, paper mills, foundries, flax mills, etc.
Office-Building, Ventilation. Air Supply for a Large General Office Building,
Samuel R. Lewis. Heat & Vent. Mag., vol. 15, no. 12, Dec. 1918, pp. 21-26,
16 figs. Past and present practice illustrated in remarkable installation for
Swift & Co., Chicago.
Radiators. Figuring Direct Radiator Heating Service, W.B.Gray. Metalworker,
vol. 90, no. 24, Dec 13, 1918, pp. 653-655 and 658, 2 figs. Describes method
said to insure correctness and to be of practical application by heating
contractors.
Rector System of Gas Heating. New Heating System, Geo. S. Barrows. Gas
Indus., vol. 18, no. 12, Dec. 1918, pp. 363-369, 7 figs. Extensive description
of Rector system of gas heating.
Steam Heating. Care of Heating and Ventilating Equipment, Harold L. Alt. Power,
vol. 48, no. 26, Dec. 24, 1918, pp. 910-912, 3 figs. Describes gravity one-pipe
steam system. (Sixth article.)
HOISTING AND CONVEYING
Cablewavs. Aerial Cableways Successful in Northwest Shipyards. Eng. News-
Rec, vol. 82, no. 1, Jan. 2, 1919, pp. 37-40, 5 figs' Similar to loggers cableways;
ability to get men expert in handling them is one secret of success; well-planned
installations are fast and flexible.
Cranes. Stothert-Pitt 35-Ton Locomotive Crane (Grue-locomotive de 35 tonnes
systeme Stothert et Pitt.) Genie Civil, vol. 73, no. 11, Sept. 14, 1918, pp.
201-203, 5 figs. General arrangement and plans showing dimensions.
HYDRAULIC MACHINERY
Conduits, Loss of Pressure Head. On the High Velocities of Water in Conduits
(Sur les grandes vitesses de l'eau dans les conduites), C. Mamichel. Revue
Generate de I'Electricite, vol. 4, no. 21, Nov. 23, 1918, pp. 788-790, 1 fig. Experi-
mental results said to have demonstrated loss of pressure head for velocities
up to 260 ft. per sec, to be the same as for velocities of 30 ft. per sec.
1'knstock Pipe. Saving the Waste in Penstock Pipe Design (11), B. F. Jakobsen. Jl. Elec,
vol. 41, no. 11. Dec. 1, 1918, pp. 504-505, 2 figs. Presentation and discussion
of various formulae to determine manner in which available money should be
distributed among different items in order to get maximum economy. (Con-
tinued from Nov. 1, issue.)
Water Hammer. Maxima Excess Pressures Produced by Water Hammer (Sovra-
pressioni massime nei fenomeni die colpo d'ariete), Maurice Gariel. Abstract
of article published in Revue Gene>ale de l'Electricit6, Sept. 21, (See Eng.
Index, Jan., Mech. Eng., Hydraulic Machy. , Water Hammer.)
Notes on the Size and Location in Forced Conduits of Water Hammer
Relief Devices. (Remarques au sujet des conditions a remplir par certains
dispositifs destines a attenuer les coups de belier deas les conduites forcees),
Compte de Sparre. Revue G6n£rale de l'Electricitf, vol. 4, nos. 19 and 20,
Nov. 9 and 16, 1918, pp. 685-690 and 731-740, 1 fig. Nov. 9: Mathematical
analysis of phenomena taking place, by reason of elasticity of water and conduit,
in surge tank which opens a compensating ori fice when water hammer reaches
a certain value, the orifice having such dimensions that water hammer will
never exceed a permissible maximum. Nov. 16: Application of principles
established in proceding installment to calculation of permissible minimum
dimensions of surge tanks which will insure a constant value of water hammer
during compression.
INTERNAL-COMBUSTION ENGINES
Buckeye Barrett Engine. Buckeye Barrett Crude Oil Engine. Indus. Manage-
ment, vol. 57, no. 1, Jan. 1919, pp. 72-73, 2 figs. Low-compression type burning
heavier grades of fuel and designed for service where an engine must run for
weeks under full load without a stop.
Design. The Working Process of Internal Combustion Engines, E. H. Sherbondy.
Aerial Age, vol. 8, no. 11, Nov. 25, 1998, pp. 564-568, 7 figs. Historial review
of inventions which have tended to improve engine efficiency.
Internal Combustion Engine Development, R. E. Neale. Eng. Rev.,
vol. 32, no. 5, Nov. 15, 1918, pp. 130-132. Indicates lines open to further
development particularly in direction of lightening low-speed engines by
adoption of higher piston speeds. (To be continued.)
Diesel Engine Fuel Pumps. The Design and Construction of Diesel Engine Fuel
Pumps, G. L. Kirk. Engineering, vol. 106, no. 2759, Nov. 15, 1918, pp. 549-551,
10 figs. Four systems of oil distributon; system of regulation; determina-
tion of clearances; constructional details; control lever.
Ignition. Operation of Intcrnal-Combustion-Engine Magnetos (Sul funzionamento
del magneti di accensione dei motori a scoppio), Emilio Biffi. L'Elettrotecnnica,
vol. 5, no. 29, Oct. 15, 1918, pp. 407-411, 6 figs. Various aspects of spark;
study of its oscillatory character; conclusions in regard to magneto operaion.,
(Concluded.)
Ignition Timing and Valve Setting, Vermont Wells. Am. Blacksmith,
vol. 17, no. 12, Sept. 1918, pp. 291-293, 4 figs. Rules for timing ignition in
different, makes of cars.
British Magneto Manufacture. Gas & Oil Power, vol. 14, no. 158, Nov. 7
1918, pp. 20-22, 3 figs. General dimensions and brief outline of magneto
manufactured by British Lighting and Ignition Co.
Dixie Standard Aircraft Magnetos. Automotive Indus., vol. 39, no. 23,
Dec. 5, 1918, pp. 954-957, 6 figs. Type which may be adapted to various
engines; methods used in manufacture of magneto magnets.
140
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
Semi-Diesel Engines. Semi-Diesel Oil Engines, F, D. Weber. Jl. Elcc, vol. 11,
no. 12, Dec. 15, 1918, pp. 549-550, 4 figs. Types being used to equip auxiliary
wooden schoo ers of 500 to 3000 tons capacity and straight motor schooners
up to 1000 tons capacity.
The Semi-Diesel Oil Engine, James Richardson. Gas& Oil Power, vol. 14,
no. 158, Nov. 7, 1918, pp. 23-25, 9 figs. Development and operation. From
paper before Diesel Engine Users' Assn. Also Macy. Market, no. 941, Doc. 6,
1918, pp. 17-18, 9 figs. Definition; compression pressure; flexibility; range of
working.
Valves, Poppet, Air-Flow Tbbough. Air Flow Through Poppet Valves. Autc-
motive Indus., vol. 39, no. 25, Dec. 19, 1918, pp. 1047-1051, 5 figs. Experimental
investigation from which writer concludes that co-efficient of efflux is practically
constant for all pressure drops and nearly the same for valves of different sizes,
at equal lifts expressed in per cent, of their respective diameters; considerations
on number of iidet valves to use.
Air Flow Through Poppet Valves. Automotive Eng., vol. 3, no 10,
Dec. 1918, pp. 461-403, 1 fig. Data on valve sizes; investigation of merits of
multiple valves. (To be continued.)
Winton Marine Engine. The Latest Winton Marine oil Engine. Automotive Eng.,
vol. 3, no. 10, Dec. 1918, pp. 447-450, 5 figs. Review of mechanical details
of 500 and 250-hp. units of Diesel-type revirsible mitor.
See also ELECTRICAL ENGINEERING, Electro-physics (Sfarl
Insulators).
LUBRICATION
Bearing Design. Oiling System and Bearing Designs, A. E. Windram. Tran.
Inst. Marine Engrs., vol. 30, no. 238, Oct. 1918, pp. 209-216, 13 figs. Method
of making main bearing, crankpin and crosshead brasses oiltight by means of
.drilling crank webs into oil rings or grooves turned round center of journal,
and corresponding oil ring or groove in j?entcr of brasses connected with pipes
from brasses to brasses, which are made oiltight by sealing rings on ends of
brasses.
Oils. Properties of Oils and Their Relation to Lubrication (Propiedades de los aceites;
su relacion con la Iubricacion). Boletin de la Sociedad de Fomcnto Fabril,
year 35, no. 8, Aug. 1918, pp. 537-542. Significance of tests for acidity, carbon-
residue, oxidation, volatility, surface tension, emulsion, heat and density.
See also MARINE ENGINEERING, Skips (Lubrication).
MACHINE ELEMENTS AND DESIGN
Crankshafts. Hair-Line Defects in Crankshafts. P. J. Piccirilli. Automotive
Industries vol. 39, nos. 25 and 26, Dec. 19 and 26 ,1918, pp. 1041-1044, 1 104-1 105
and 1122, 15 figs. Metallographic study and physical tests of chromenickel
steel crankshafts to determine nature and effect of so-called hair-lined efects
on their physical strength.
Springs. A new theory of Plate Springs, David Landau and Percy II. Parr. .11.
Franklin Inst., vol. 186, no. 0, Dec. 1918, pp. 699-721, 8 figs. Mathematical
generalization of propositions advanced in first paper, vol. 185, Apr. 1918,
p. 481. Special attention given to effect of tapering ends and constructing
springs so that leaves continue in contact everywhere on application of load.
(To be concluded.)
The Springs of the Car (IV) F. M. Paul. Am. Blacksmith, vol. 17, no. 12
Spt. 1918, pp. 298-299, 9 figs. Considers effect of thickness in regard to
deflection and load.
MACHINE SHOP
Chisel. The Cold Chisel, J. A. Lucas. Power, vol. 48, no. 24, Dec. 10, 1918, pp. 838-
841, 27 figs. Description of various types of cold chisels and their uses.
Cylinder Manufacture. Cylinder Boring and Reaming, Franklin D. Jones.
Machy., vol. 25, no. 5, January 1919, pp. 383-394, 20 figs. First of series of
articles dealing with boring, reaming and grinding of cylinders, and tools,
fixtures and machines used.
Manufacture of Cylinders for the Hall-Scott Aeroplane Engine, Richard
Vosbrink. Metal Trades, vol. 9, no. 12, Dee. 1918, pp. 475-479, 11 figs,
Operations followed at California plant to produce accurate results.
Design. Novel Plant of American Tool Company, C. L. Smith. Iron Age, vol. 103,
no. 1, Jan. 2, 1918, pp. 29-33, 10 figs. Latest ideas in heating and ventilating,
lighting features, transportation facilities, sanitation, handling turnings; unusual
drive for planers; machine foundations.
Designing a Shop for Present Day Needs, C. E. Edmund. Am. Drop
Forger, vol. 4, no. 11, Nov. 1918, pp. 431-433. Considerations on location,
construction and operation of forge plant.
Gages. Notes on the Computing of Gage Tolerances, M.H.Potter. Can. Machy,
vol. 20. no. 24, Dec. 12, 1918, pp. 670-672, 6 figs. Classifies and studies the more
frequent troubles experienced with gages and gives rules and formulae for comput-
ing allowable tolerances for various gages. A square hole gage and a depth
gage are referred to but the rules proposed apply in general to all gages.
Apparatus for Checking Screw Threads. Automotive Indus., vol. 38,
no. 24, Dec. 12, 1918, pp. 1008-1010, 4 figs. Methods of operating machines
used for inspection of plug and ring thread gages and similar threaded parts
requiring great accuracy.
Flush-pin, Sliding Bar and Hole Gages, F>ik Oberg. Machy. vol. 25,
no. 5 Jan. 1919, pp. 404-412, 34 figs. Principles involved and procedure,
followed by Pratt & Whitney Co. in developing gaging systems for interchange-
able manufacture. Fourth article.
Contour or Profile Gages, Erik Oberg. Machy., vol. 25, no. 4, Dec. 1918,
pp. 301-308, 31 figs. Principles involved and procedure followed in developing
gaging systems for interchangeable manufacture. Based upon experience of
Pratt & Whitney Co. in furnishing gaging equipment for small arms and heavy
ordnance work. Third article.
Gear Cutting. The Manufacture of Spiral Bevels. Automobile Engr., vol. 8,
no. 121, Dec. 1918, pp. 336-339, 6 figs. Description of Gleason machine for
that purpose.
Problem of the Theoretically Correct Involute -Hob, Nikola Trbojevich.
Machy., vol. 25, no. 5, Jan. 1919, pp. 429-433, 3 figs. Mathematical theory
developed .
Grinding. Grinding of Hardened Work, C. H. Norton. Proc. Steel Treating
Research Soc, vol. 1, no. 11, pp. 15-17. Norton Grinding Co.'s experience!
suggestion in regard to grinding.
Grinding Operations on " Caterpiller " Tractor Parts, Frank A. Stanley.
\m Mach , vol. 50, no. 1, Jan. 2, 1919, pp. 1-117 figs. Grinding operations
include finishing of great variety of gears, bushings, shafts, piston pins, case
covers, etc.; details of wheels, limits of accuracy, etc.
Grinding Round Work Without Centers. Am. Mach., vol. 50, no. 1,
Jan. 2, 1919, pp. 1-5, 1 tigs. Describes new grinding machine built by Detroit
Tool Co.
Pistons and Rings. The Manufacture of Pistons and Pings, A. Thomas. Auto-
mobile Kngr., vol. 8, no. 121, Dec. 1918, p. 358, 3 figs. Notes on operation of
Potter-Johnson automatic machine.
K: e wit Work. Automotive Repair Work in the Machine Shop, Donald A. Hampson.
'^in. Machy., vol. 20, no. 21, Dee. 12, 1918, pp. 665-668, 7 figs. Practical
observations on methods of increasing pedal leverage, making a working clutch,
inserting cotters in unseen holes, fitting rings in cylinder, increasing size of cast
iron parts, reaming underaize in cast iron and other similar operations.
The Repair Shoo, Automobile Kngr., vol. 8, nos. 120 and 121, Nov. 1918
and Dee. 1918, pp. 312-315 and 341-345, 25 figs. Nov. 1918; Notes on heavy
vehicle design from viewpoint of repair and maintenance. Radiator; engine;
clutch; engine suspension; gear box; universal joints and brakes. Dec. 1918:
Deals with rear axle; road wheels and bearings; chassis lubrication, spring and
pins; frame; steering and front axle; controls.
\l I.CHINERY, METAL-WORKING
Boring Mill. Blomquist-Eck Horizontal Boring Mill. Machy., vol. 25, no. 5,
Jan. 1919, pp. 1115-166, 2 figs. General description with illustrations.
Lathes. Large Lathes for Machining Turbine Spindles, A. M. M. Machy, vol. 25,
no. 5, Jan. 1919, pp. 439-112, 3 figs. Illustrated description of some large
lathes
Planer. Newton Upright Generating Planer, Machy., vol. 25, no' 5, Jan. 1919,
pp. 473-474, 4 figs. Description of machine built by Newton Machine Tool
Works, Inc., Philadelphia, Pa.
'«'
Reamers. Types of Reamers and Their Use, E. C. Peck. Machy., vol. 25, no. 4,
Dec. 1918, pp. 335-337, 6 figs. Description of various types of reamers.
Relieving Machine. Universal Relieving Machine for Hobs anil Cutters. Machy.,
vol. 25, no. 5, Jan. 1919, pp. 467-468, 2 figs. Description of machine built
by T. C. Mfg. Co., Harrison, N.J.
Si i i.i. High-Speed. The Evolution of a High-Speed Steel Tool, T. L. Thorne. Proc
Steel Treating Research Soc, vol. 1, no. 11, pp. 33-43. Analyses of several
high-speed steel specimens; influence of silicon, manganese, sulphur, plosphorus
chromium, vanadium and tungsten on characteristic properties of steel; practice
follower! in its manufacture; forms of furnaces used; heat-treating and tools.
A New Air-Hardening High-Speed Steel. Am. Drop Forger, vol. 4, no. 11,
Nov. 1918, pp. 435-436, 2 figs. Experiences of users of a steel made without
tungsten by Cuyahoga Crucible Foundry Co.
Stellite. Stellite and High-Speed Steel Compared. Iron Age, vol. 102, no. 26,
Dec. 26, 1918, pp. 1584-1585, 2 fig. Hardness at different temperatures;
stellite softer in raw state; relative cutting tests on three materials.
See also RAILROAD ENGINEERING, Shops (Tools, Brass- Working):
MUNITIONS AND MILITARY ENGINEERING, Tools for Shell
Manufacture,
MATERIALS OF CONSTRUCTION AND TESTING OF MATERIALS
Notched Bars. Some Experiments on Notched Bars, H. T. Philpot. JI. Soc
Automotive Engrs., vol. 3, no. 6, Dec. 1918, pp. 347-357, 3 figs. Tests to
obtain dimensions and shapes for round notched bar for use in acceptance tests
on heat-treated steels in place of standard square type A test piece. Paper
befor Instn. Automobile Engrs. of Great B itain.
Hardness. The Ludwik Hardness Test, W. Cawthorne Unwin. JI. Instn. Mech,
Engrs., no. 0, Nov. 1918, pp. 485-492. Traces relationship between indentation
hardness tests of ductile metals.
The Value of the Indentation Method in the Determination of Hardness,
R. G. C. Batson. Jl. Instn. Mech. Enger., no. 6, Nov. 1918, pp. 463-483,
6 figs. Deals with determination or hardness by means of indentation produced
by a static load and by impact of a ball or cone.
Malleable Ikon. Malleable Iron in Engineering Construction, H. A. Schwartz.
Foundry, vol. 47, no. 317. Jan. 1919, pp. 19-24, 16 figs. Engineering properties
and characteristics of malleable iron which recommend it for wide range of uses,
From paper before Am. Foundry-men's Assn.
Optical Stress Determination. Stress Optical Experiments, A. R. Low. Flight,
vol. 10, nos. 48-49, Nov. 28 and Dec. 5, 1918, pp. 1355-1356 and 1379-1381,
12 figs. Determination of stress by optical methods. Nov. 28; Elementary
theory; changes in uniform field as stress increases; null method of measurement;
• appearances in non-uniform field; enutral, isochromatic and isoclinic lines
Dee. 5; Simplifications in case of bar under flexure; error of obliquity; observation
of errors of parallax; general accuracy of optical obsevations of stress. Paper
before Royal Aeronautical Soc. (To be continued.)
Ruuber. Ageing cf Vulcanized Plantation Rubber, Henry P. Stevens. Jl. Soc.
Chem. Indus., vol. 37, no. 21, Nov. 15. 1918, pp. 305T-306T, 4 figs. Tests
or ordinary pale rolled sheet and unrolled sheet.
Testing Machines. Testing Machines in Industrial Laboratories H. S. Primrose
and J. S. Glen Primrose. Can. Machy., vol. 20, nos. 23 and 25, Dec. 5 and 19,
1918, pp. 64-647 and 696-699, 17 figs. Necessity of establishing specifications
properly controlled by analysis and test in purchasing engineering materials
and features of various testing machines. From Engineering.
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
141
Testing of Materials. The Experimental Study of the Mechanical Properties of
Materials, W. Cawthorne Unwin. Jl. Instn. Mech. Engrs., no. 6, Nov. 1918,
pp. 405-439, 13 figs. Early researches; chain-cable testing machines; large testing
machines; Emery testing machine at Bureau of Standards; tests of reception
tension tests, Wohler test, hardness tests, notched-bar tests.
Wood. Some Tests of Douglas Fir after Long Use, Arthur C. Alvarez. Univ. of
Cal. Publications in Eng., vol. 2, no. 2, Nov. 18, 1918, pp. 57-118, 17 figs Results
of 1200 tests on strength, elastic properties and moisture content; includes
27 tables of measured and computed mechanical coefficients.
MEASUREMENTS AND MEASURING APPARATUS
Calibration. On the Choice of a Uniform Temperature for the Calibration of
Measuring Instruments (Sur le choix d'un degrfi uniforme de temperature
pour l'etalonnagc des instruments de mesure), Ch. Cochet. Revue Generale
de l'EIectricite, vol. 4, no. 20, Nov 16, 1918, pp. 740-742. Report of Commission,
de Normalisation des Ingenicurs des Arts et Metiers de Boulogne-sur-Seine,
recommending adoption of deg. cent, as standard.
Calorimeters. Calorimetrie Methods and Devices. Walter P. White, Jl. Am. Chom.
Soc., vol. 40, no. 12, Dec. 191.8, pp. 1887-1889, 3 figs. Application of rules for
calorimetrie precision derived by writer to jacket covers and stirrers; vacuum-
jacketed vessels; adiabatic method; aneroid or dry calorimeters; double or
differential calorimeters; measured-shield calorimeters.
Coke Testing. Coke Factors Affecting Furnace Operation, G. D. Cochrane, Blast
Furnace, vol. 6, no. 12, Dec. 1918, pp. 502-504, and 512 1 fig. Coke-testing
machine employed in experiment for determining coke hardness. Mechacinal
condition of coke an important factor in furnace operation.
Picnometer. A Picnometer Operated as a Volumeter, II. G. Schurecht. Jl. Am.
Ceramic Soc., vol. 1, do. 8, Aug. 191S, pp. 556-558, 1 fig. Same as ordinary
picnometer but of sufficiently large size and opening to permit introduction of
a briquet into the bottle. Volume of briquet determined from standard
formula in terms of weight and specific gravity of liquid.
Salinometers. An Instrument for Recording Sea- Water Salinity, A. L. Thuras,
Jl. Wash. Acad. Sri., vol. 8, no. 21, Dec. 19, 1918, pp. 076-687, 3 figs. Surface
salinity of ocean determined by measuring ratio of resistances of sea water in
two similar electrolytic cells. Accuracy limited by that with which salinity
of standard sea water carried in sealed cell is known. Table given showing
conductivity of sea water throughout range of concentration found in open
ocean.
Scales. Oscillations in Scales, Eugene Motchman. Scale Jl., vol. 5, no 3, Dec 10,
1918, pp. 7-9, 4 figs. Use of modern 150-ton beam applied to railroad track
scales without loose weight. (Continuation of serial.)
MECHANICAL PROCESSF.S
Boilers. Boiler Making in an English Shop, A L. Haas. Boiler Maker, vol. 1"*.
no. 12, Dec. 1918, pp. 333-337, 11 figs. Hopwood, Cornish, Lancashire ami
Britannia types; shop conditions; position drilling; combustion chamber crown;
seven-hour tests
Manufacturing Marine Steam Boilers, E. A Sn erkrop. Am. Maeh.,
vol. 49, no. 26, Dec. 26, 1918, pp. 11.55-1163. 21 figs. Description of building
operations of single-ended, three-furnace Scotch marine boilers at shop of
Sun Shipbuilding Co., Chester, Pa., where production has reached as high as
nine per month.
Cans. A Modern Can- Making Plant in a Baking Powder Factory, J. V. Hunter.
Am. Mach., vol. 49, no. 26, Dee 26, 1918, pp. 1173-1176, 11 figs. Description
of process of making tin cans.
Chains. The Manufacture of Diamond Transmission Chain, .1 V. Hunter. Am.
Mach., vol. 49, no. 23, De:. 12, 1918, pp. 1077-1030, 11 figs. Assembling
work. Fourth article.
Clocks. Applications of Magnetic Gears in Electric Clockmaking (Engrenagcs
magn6tiques. Application a l'horlogerie electrique), Pierre Sere. Comptes
rendus des seances de l'Academie des Sciences, vol. 167, no. 10, Nov. 4, 19 Is,
pp 681-683. Mutual action of two disks having magnets attached at regular
intervals in their pcrpheries; disposition to provide magnetic escapement.
Engines, Oil. Quantity Production of Engines at the Skandia Pacific Plant, Goo.
N. Somervillc. Metal Trades, vol. 9, no. 11, Nov. 1918, pp. 429-434, 10 6ga.
Operations in various sizes of oil engines.
Lubricator. Manufacturing a Mechanical Lubricator, M. E. Hoag. Am. Maeh.,
vol. 49, no. 26, Dec. 26, 1918, and vol. 50, no. 1, Jan. 2, 1919, pp. 1183-1 is.",
and 23-26, 18 figs.
Plates. See Rolling Mills below.
Quarrying. Rock Quarrying for Cement Manufacture, Oliver Bowles. Department
of Interior, Bur of Mines, bul. 100, min. technology 22, 100 pp., 31 figs. Chief
types of cement; growth of cement industry m I". S ; character of raw materials
used; quarrying method and equipment with special reference to drilling and
blasting; rock mining and prospecting.
Radiators. Building Radiators for Automobiles and Other Purposes, Ellsworth
Sheldon. Am. Mach., vol. 49, no. 26, Dec. 26, 1918, pp. 1165-1169, 18 figs.
Description of certain processes involved in manufacture of cellular type of
radiator.
Rolling Mills. Design of Rolls for Making Ship and Boiler Plates, S. W. Stamford.
Machy., vol. 25, no. 5, Jan. 1919, pp. 396-400, 1 fig. Rolling-mill practice;
drafts of slabbing and plate-mill rolls; universal mill; surface speed of rolls,
rolling tin plate.
The Liberty Mill of the Carnegie Steel Company, Charles A. Menk and
F. L. Hunt. Elec. Jl., vol. 15, no. 12, Dec. 1, 1918, pp. 483-489. 18 figs. La
of buildings and oquipment of completely electrically-driven plate mill.
Valley Company Now Rolls Plates, Iron Trade Rev., vol. 63, no. 25,
Dec. 19, 191.8, pp. 1403-140"), 3 figs. Operation and details of electrically-
driven steel plant with annual capacity of 350,000 tons.
Selecting Proper Size Mill Rolls, F. Johnson. Iron Trade Rev., vol. 63,
no. 26, Dec. 26, 1918, pp. 1466-1468, 7 figs. Outline of relative advantages
obtained by using rolls of small or large diameter for effecting a given reduction;
effect of cold-working on physical properties of various metals. From paper
before Birmingham Metallurgical Soc, England.
A New Departure in Rolling Mills. Iron Age, vol. 103, no. 1, Jan. 2, 1919,
pp. 41-44, 6 figs. Neither lifting tables nor reversing drive employed; design
developed by Mackintosh, Hemphill & Co.
Lukens Plate Mill is Largest in the World. Iron Age, vol. 103, no. 1,
Jan. 2, 1919, pp. 56-59, 5 figs. Description of the mill.
Brier Hill Steel Co.'s New Plate Mill. Iron Age, vol. 102, no. 25, Dec. 19,
1918, pp. 1521-1524, 6 figs. World's largest mill building; houses and 84 and
132-in. units; power entirely electric; boiler plant dispensed with.
Blooming Mill Now Rolling Plates. Iron Trade Rev., vol. 63, no. 23,
Dec. 5, 1918, pp. 1285-1288, 4 figs. Account of rebuilding of mill, orginally
designed for breaking down ingots, to air rapid transformation from shell steel
to peace-time commercial product.
Sawmills. Small Sawmills: Their Equipment, Construction and Operation, Daniel
F. Seerey. U. S. Department of Agriculture, bul. 718, Dec. 17, 1918, 68 pp.
Suggestions to portable sawmill operators regarding methods of organization,
milling, and lodging which have been proved by experience to give the best
results. Written particularly for operator? in National Forest timber.
Siiijll and Ivory Articles. Making Shell Buckles and Brooches, Robert Mawson.
Am. Mach., vol. 50, no. 1. Jan. 2, 1919, pp. 20-22. 13 figs. Making of buckles
and brooches from shells and ivory performed as far as possible on machines,
but some operations are done by hand.
Shovels. Shovels Made Out of Old Locomotive Tires, W. S. Standiford. Can.
Machy., vol. 20, no. 25, Dec. 1918, pp. 693-695, 3 figs. Description of
manufacturing process.
Tanks, Pressure. Tables for the Design of Pressure Tanks. John A. Cole. Boiler
.Maker, vol. IS, no. 12, Dec. 1918, pp. 349-351. Specifications for cylindrical
pressure tanks; single-riveted lap girth seams, for use when girth and longitudinal
seams are the same size; safe working pressures for cylindrical tanks of various
diameters; safe working pressures on convex and dished heads.
Tractor. Manufacturing of Farm Tractor, M. E. Hoag. Am. Mach., vol. 49,
no. 25, Dee. 19, 1918, pp. 1135-1137. Description of shop arrangement of Moline
Plow Co.
MECHANICS
Balancing. Dynamic and Static Balancing .Edward K. Hammond. Machy.,
vol. 25, nos. 4 and 5, Dec. 1918 and Jan. 1919, pp 285-292 and 422-426, 26 figs.
Two articles explaining conditions which must be fulfilled in balancing machine
members, and methods of conducting work.
Stress Theory. The Specification of Stress, Part V. R. F. Gwvther, Memoirs& Proc.
Manchester Literary & Phil, Soc, vol. 62, part 1, Aug. 7, 1918, pp. 1-11. Formal
solution of elastic stress equations; theory of displacements of materials bodies
as consequence of stress; results of hypothesis that, nine elements of stress may
be functions of nine first differential co-efficients of components of some vector;
fundamental equations estin ces causing rate of change of momentum
and expression of corresponding rate of change of momentum.
Vibration. Vibration; Mechanical, Musical and Electrical, Edwin H. Barton.
Sci. Am. Supp., vol. 87, no. 221 1, Jan. 4, 1919, p. 5. Analogies and experimental
verification of laws governing vibratory motion. Discourse delivered at Royal
Instn. From Engineering.
MOTOR-CAR ENGINEERING
Acceleration Determined by Mechanical Differentiometer. Automobile
Performance Analyzed by Mechanical Differentiation. Armin Elmendorf.
Automotive Indus., vol. 40. no. 1, Jan. 2, 1919, pp. 11-46, 17 figs. Determina-
tion of accelaration from time and distance observations by means of mechanical
differentiometer.
Carburetors. Carburetor Adjustments of Twenty Leading Automobiles. George
H. Murphy. Am. Blacksmith, vol. 17, no. 12, Sept. 1918, pp. 301-303, 9 figs.
Instructions for making adjustments. (To be concluded.)
Design. Post- War Chassis. Automobile Engr., vol. 8, nos. 120 and 121, Nov. and
Dec. 1918, pp. 304-305 and 339-340. Nov. 1918; possible effects of aircraft
engine experience and other factors bearing upon design. Pistons; valve position
and actuation; valves. Dec. 1918, Valve springs; valves rockers; connecting
rods; crankshafts; lubrication.
Analysis of Gas and Gasoline High-Speed Engine Design, Harry R. Ricardo
Int. Mar. Eng., vol. 23, no. 12, Dec. 1918, pp. 673-677. Gorups of mechanical
losses depend upon form of pipe work; volumetric elficieny and piston design.
Second article.
Differentials. The Allen Self-Locking Differential. Automotive Indus., vol. 39
no. 26, Dec. 26, 1918, p. 1099, 2 figs. Device embodying reversible ratchet
principle. Drive on curves is through inner wheel.
Engines. Used Airplane Engines for Automobile Installation, Frank F. Tenney.
Automotive Eng., vol. ;j no. 10, Dee. 1918, pp. 457 and 463. Why engines
which have outlived their usefulness in air service may still be of service of other
uses.
Exports. Export Opportunities for Automotive Products, (11). Automotive Eng.,
vol. 3, no. 10, Dec. 1918, pp. 154-456. Export of American combustion engine
from 1914 to 1917; motor boats and marine machinery in Siam; demand for
motor boats in Denmark; high fuel limits in South America; market tractors in
Cuba; tractors in farming sctions of Waives. Continuation of serial.)
Cultivating Japanese Automotive Field (III), Tom O. Jones. Automotive
Indus., vol. 39, no. 23, Dec. 5, 1918, pp. 970-971. Types of automobiles desired ;
equipment and finish; automobile building in Japan. (To bo continued).
142
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
France. The Automobile after the War, Georges Cote. Automotive Indus., vol. 39,
no. 25, Dec. 19, 1918, pp. 1057-1058 and 1075. Views and suggestions to
automobile manufacturers of France as to means and methods of meeting
reconstruction problems and foreign competition.
Fuels. Benzol Superior to Gasoline as Auto Fuel. Gas Age, vol. 42, no. 12, Dec. 16,
1918, pp. 548-550, 2 figs. Result of comparative tests made by Automobile
Club of America; 90 per cent benzol said to give higher brake hp. at less fuel
consumption by the motor.
A Chemical Marvel, E. W. Roberts. Gas Eng.
pp. 1-4, 8 figs. Description of fuel with reportoi
Liberty Fuel. Liberty Fuel.
vol. 21, no. 1, Jan. 1919,
U. S. Government tests.
Properties of Liberty Fuel and Results of Economy Tests. Power, vol. 49
no. 1, Jan. 7, 1919, pp. 9, 2 figs. Particulars as to nature and characteristics
of new fuel.
Headlights. Headlamp Glare. Jl. Soc. Automotive Engrs., vol. 3, no. 6, Dec. 1918,
pp. 364-366. Account of work done and bases followed by committee of Ilium.
Eng. Soc. in preparation of headlight specifications.
Manufacturing Problems. Why So Many Motor Models? George F. Crouch.
Motor Boat, vol. 15, no. 23, Dec. 10, 1918, pp. 18-20, 3 figs. Osberves that
concentration by manufacturer on fewer sizes would mean better moters, better
service and lower cost.
Radiators. Principles of Tractor Radiator Design, E. Goldberger. Automotive
Indus., vol. 38, no. 24, Dec. 12, 1918, pp. 1000-1003, 3 figs. Equations showing
dependence of radiator capacity on temperatures, rates of flow and inherent
characteristics; advantages of thermosiphon cirulation in tractor work.
Steam Vehicles. A New British Coke-Fired Steam Commercial Vehicle. Auto-
motive Indus., vol. 39, no. 22, Nov. 28, 1918, pp. 919-922, 6 figs. Three-ton
chassis having automatic control of steam-generating functions and manual
control of devices arranged as on a gasoline vehicle.
Suspension. Houdaille Brings Out Adjustable Car Suspension, F. W. Bradley
Automotive Indus., vol. 38, no. 24, Dec. 12, 1918, pp. 1001-1005, 2 figs. Device
which permits moving points of attachment of springs to car frame.
Tractors. S. W. H. Tractor, a New Cleveland Product. Automotive Indus., vol. 39,
no. 26, Dec. 26, 1918, pp. 1085-1088, 5 figs. Three-plow machine with pressed-
steel semi-frame bolted to front end of transmission housing; engine and trans-
mission independent.
The Auto-Tiller, a Two-Horse Team Replacement Unit. Automotive
Eng., vol. 3, no. 10, Dec. 1918, pp. 473-477, 5 figs. Field of unity and mechanical
details of motor tractor for farm work operated by one man from a fixed position.
Trucks. Regulation of Speed, Weight, Width and Height of Motor Trucks Discussed,
George M. Graham. Eng. News-Rec, vol. 81, no. 25, Dec. 19, 1918, pp. 1109-
1112. Regulation, while necessary, should not restrict expansion of motor
truck; table of proposed dimensions, speeds, weights, and fees presented. From
paper before Joint Highway Congress, Chicago, Dec. 1918.
Double Reduction Gear Drive for Heavy Duty Trucks. Am. Blacksmith,
vol. 18, no. 2, Nov. 1918, pp. 32-33. Operation of drive in new 3 and 5-ton,
White models.
Wheel An Elastic Wheel (La roue elastique I. D). Genie Civil, vol. 73, no. 20
Nov. 16, 1918, pp. 393-394, 2 figs. Design which by means of helical springs
attached to rim permits tangential effort on wheel to be distributed over a
number of contact points of spring.
PIPE
See MECHANICAL ENGINEERING, Corrosion (Pipe).
See also MECHANICAL ENGINEERING, Mechanical Processes
(Radiators); Internal Combustion Engines (Buckeye Barrett Engine); Machine
Shop ^Repair Work).
POWER GENERATION
Exhaust Steam. Utilization of Exhaust Steam in Collieries for the Generation of
Electrical Energy (Considerations sur l'utilisation des vapeurs d'echappement
dans les houilleres en vue de la production d'energie electrique), A. Barjou.
Industrie Electrique, year 27, nos. 621, 623, 627, 631 and 634, May 10, June 10,
Aug. 10, Oct. 10 and Nov. 25, 1918, pp. 166, 171, 212,217, 287,293,373,379
and 425-430, 26 figs. May 10: theoretical aspect of problem. June 10: systems
of regulating exhaust steam. Aug. 10: utilization of exhaust steam in low-
pressure turbines. Oct. 10: Westinghouse-Leblanc system of condensation.
Nov. 25; Brequet-Delaporte condenser.
Tides. Tides as a Source of Mechanical Power (Etude sur l'utilisation des marees
pour la production de la force motrice), F. Maynard, Revue Generate de l'Elec-
tricite, vol. 4, nos. 19, 20 and 21, Nov. 9, 16 and 23, 1918, pp. 697-715, 749-762
and 793-802, 14 figs. Brief description of 87 patents granted in France con-
cerning devices for utilization of tidal energy and analyses of their practical
values. (To be continued.)
POWER PLANTS
Boiler Water. Control of Concentrated Boiler Water is Essential, Hartley LeH.
Smith. Elec. Ry. Jl., vol. 52, no. 25, Dec. 21, 1918, pp. 1087-1091, 1 fig.
Methods used for control of concentration in boilers; how ratio of concentration
from headwater to boiler water \? determined ; calculation of boiler concentration
control charts.
Coal Economt. Coal Economy in a Small Steam Generating Station. Elec. Rec,
vol. 24, no. 6, Dec. 1918, pp. 27-28, 3 figs. Results secured in 290-kw. plant
given as example of coal saving.
Flue-Gas Analysis. Controlling Efficiency of Combustion, E. A. Uehling. Power,
vol. 48, no. 26, Dec. 24, 1918, pp. 921-923. Use of flue-gas analysis for
controlling combustion.
Furnace Indicating Instruments. Meters and Gages in Boiler Operation, E. A.
Uehling. Power, vol. 48, no. 24, Dec. 10, 1918, pp. 842-844. Use of meters
and gages in diagnosing condition of furnace.
Hand Firing. Power Plant Management; Hand Firing, Robert June. Power
House, vol. 11, no. 11, Nov. 1918, pp. 315-317, 3 figs. Standard practice;
proper combustion conditions; thickness of fire; minimization of smoke.
Individual Plants. Steam-Generating Equipment of Mark Plant, Gordon Fox
and F. E. Grenley. Power Plant Eng., vol. 22, no. 24, Dec. 15, 1918, pp. 981-
894, 3 figs. Description of certain features of new plant of Steel & Tube Co.
of America.
Power Plants in 1918. Review of the Year in the Power Field. Power, vol. 49,
no. 1, Jan. 7, 1919, pp. 2-8. What has been new and of especial interest during
1918.
Scale in Boilers. Scale in Water-Tube Boilers. Monthly Jl. Utha Soc. Engrs.,
vol. 4, no. 9, Sept. 1918, pp. 175-176. Results of cleaning a 400-hp. Babcock
& Wilcox boiler after operating it or ?ix months, with table indicating the
amount of scale taken from each of its 14 sections.
Transmission Losses. Wasting Power in the Using, L. W. Alwyn-Schmidt. Power
Plant Eng., vol. 22, no. 24, Dec. 15, 1918, pp. 984-987. Transmission losses,
waste of power at machine and methods suggested for overcoming them.
Turbo-Generator Plants. Operating Methods That Increase Economy, C. F.
Hirshfeld and C. L. Karr. Elec. World, vol. 72, no. 24, Dec. 14, 1918, pp.
1120-1124, 2 figs. Apply to turbo-generator plants; distribution of loads on
boilers and turbines and economical operation of auxiliaries discussed.
Economic Operation of Steam Turbo-Electric Stations, T. C. Hirshfeld
and C. L. Karr, Elec. Rev., vol. 73, nos. 23 and 24, Dec. 7 and 14, 1918, pp. 886-
890 and 923-928, 5 figs. Bureau of Mines Technical Paper discussing fuel-
economy factors, load, distribution between units, boiler room and auxiliairies
operation.
Waste Heat. Waste Heat for Steam Generation . Thomas B. Mackenzie. Engineer-
ing vol. 106 no. 2759 Nov. 15 1918 pp. 567-569, 2 figs. Utilization of waste
heat from open-hearth furnaces for generation of steam. Paper before Iron
& Steel Inst. Sept. 1918
PRODUCER GAS
Kiln Gas-Fired. Heat Balance on a Producer-Gas Fired Chamber Kiln, R. K.
Hursh. Jl. Am Ceramic Soc. vol. 1 no. 8, Aug. 1918, pp. 567-577, 1 fig.
Data based on tests of a kiln of 16 chambers, each holding 50,000 standard
sized brick and on three 6-ft. water-sealed gas producers of the pressure type.
Open-Hearth Furnaces. Waste Heat from Open Hearth Furnaces, Thomas B.
Mackenzie. Blast Furnaces, vol. 6, no. 12, Dec. 1918, pp. 488-492, 3 figs.
Analysis of producer gas supplied to furnace; theoretical principles governing
operation of waste-heat boilers; suggestions concerning layout of plant and boiler
setting. Paper before British Iron & Steel Inst. (Concluded.)
Wood. The Production of Power-Gas from Wood, Leslie B. Williams, Min. Mag.,
vol. 19, no. 5, Nov. 1918, pp. 246-250. Discusses composition of power gas
from wood and methods of obtaining largest amounts of most effective
components.
PUMPS
Motor-Driven Pumps. High Efficiencies Shown by Motor-Driven Water Works
Pumps at St Paul, Minn. Mun. & County Eng., vol. 55, no. 6, Dec. 1918,
pp. 202-204, 2 figs. Results obtained from tests of two 12-in. centrifugal
pumps.
REFRACTORIES
Classification. Refractories. Clay- Worker, vol. 70, no. 6, Dec. 1918, pp. 504-505.
Reasons for classification into acid, basic and neutral; construction, effectiveness
and uses of each of these classes; properties of some refractory clays.
Firebrick. How Slag Temperatures Affect Firebrick, Raymond M. Howe. Iron
Trade Rev., vol. 63, no. 23, Dec. 5, 1918, pp. 1288-1289. Penetration of slag
into brick was determined after allowing bricks, which were previously heated
to required temperature, to retain in cavity 35 grams of slag for 2 hrs.; tables
given for various temperatures. Paper before Refractories Mfrs. Assn.
Also Blast Furnace, vol. 6, no. 12, Dec. 1918, pp. 484-485.
Silica. Silica Refractories, Donald W. Ross, Jl. Am. Ceramic Soc, vol. 1, no. 7,
July 1918, pp. 477-499, 6 fifs, and (discussion) pp. 499-501. Experimental
data on raw materials, manufacture and burning of silica brick, and properties
of burned ware.
REFRIGERATION
ammonia. What Becomes of the Ammonia in Refrigerating Systems? George L.
Reuschline, Am. Soc. Refrig. Engrs. JL, vol. 5, no. 3, Nov. 1918, pp. 161-167.
Production of ammonia from normal sources; amount used in ice and refrigerating
plants; actual needs and unavoidable losses; actual ammonia loss per ton of
ice made; avoidable losses and how to stop tem; purging; piston-rod leakage;
bonus system.
Ammonia, Compression Ststem. The Ammonia Compression Refrigerating System —
XXV. W. S. Doan. Rofrig. World, vol. 53, no. 12, Dec. 1918, pp. 33-34. 1 fig.
Testing of lubricating oil; petroleum oils; necessary quantity to feed bearings.
(To be continued.)
Ammonia Piping. Discussion of the Topic — Size of and Proper Vapor Velocity in
Ammonia Suction and Discharge Mains. Am. Soc. Refrig. Engrs. JL, vol. 5,
no. 2 Sept. 1918, pp. 120-124, 1 fig. Discussion at Milwaukee meeting.
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
143
Fore cooling. Discussion of the Topic — Advantages of Forecooling Liquid Ammonia
Between Receiver and Expansion Valve with Coldest Water Available. Am.
Soc. Refrig. Engrs. Jl., vol. 5 no. 2, Sept. 1918, pp. 125-130. Discussion at
annual meeting, New York.
JIousEHOLn Rffrigerating Machine. The Household Refrigerating Machine
John E. Starr. Am. Soc Refrig. Engrs. Jl., vol. 5 no. 3, Nov. 1018, pp.
157-160. Attributes difficulty of designing commercial type of small compres-
sion machine to leakage at stuffing box small quantity of liquid circulated per
minute and gradual projection of lubricant from high-pressure to low-pressure
side.
Ice Manufacture. Ice Plant Investments, George E. Wells, Am. Soc. Refrig.
Engr?. Jl., vol. 5. no. 3. Nov. 1918, pp. 145-152. Detailed ice-manufacturing
costs in 1915 of 20 southwestern ice plants using Corliss steam engines.
Power and Labor Requirements of Detroit Type Ice Plant Donald Cole.
Am. Soc. Refrig. Engrs. Jl., vol. 5 no. 2, Sept. 1918 pp. 110-115 and (discus-
sion) pp. 115-119. Operation of electrically driven raw-water plant, low-
pressure, drop-pipe system having in conjunction an ice storage house holding
full output of thirty to one hundred days.
Motor Driven Raw Water Ice Plant, George E. Chamberlin. Am. Soc.
Refrig. Engrs. Jl., vol. 5 no. 2, Sept. 1918, pp. 87-109, 11 figs. Description
of electrically driven high-pressure plant making 120 tons of ice per day.
Low-Temperature Compression System. The Low-Temperature Compression
System in Practice, H. Sloan. Power, vol. 48, no. 25, Dec. 17, 1918, pp. 896-897,
2 figs. From paper before Am. Soc. of Refrig. Engrs., Milwaukee.
RESEARCH
British. National Laboratory for Industrial Research, Richard T. Glazebrook.
Contract Rec, vol. 32, no. 47, Nov. 20, 1918, pp. 924-926. Need of sepcial
laboratories for research work; research for trade associations; study of industrial
problems in central laboratory. From lecture delivered at Royal Instn.
Science and the Future, A. A. Campbell Swinton. Machy, Market,
no. 944, Dec. 6, 1918, pp. 19-20. From address to Roy. Soc. Arts.
National Research Council, U. S. The Engineering Work of the National Re-
search Council, Henry M. Howe. Bui. Am. Inst. Min. Engrs., no. 144, Dec.
1918, pp. 1715-1719. Purpose, status in October, 1918, and character of
researches on pyrometry and electric welding.
STANDARDS AND STANDARDIZATION
Engine-Testing Forms. Standard Engine Testing Forms. Jl. Soc. Automobile
Engrs.. vol. 3, no. 6, Dec. 1918, pp. 378-381, 3 figs. Four sheets: one giving
rules and direction for use of forms and three providing means for giving
information regarding engine conditions of test and plotting curie? of results.
Gasoline. Government Standard Gasoline and Oil Specifications. Jl. Soc. Auto-
motive Engrs., vol. 3, no. 6, Dec 1918, pp. 405-406. Specifications for aviation
gasoline, motor gasoline, and fuel, gas and bunker oils, adopted by Committee
on Standardization of Petroleum Specifications.
Oils, Illuminating. Specifications for Illuminating Oils. Oil & Gas Jl., vol. 17,
no. 31, Jan. 3, 1919, pp. 50-52. Methods of test and specifications adopted by
Committee on Standardization of Petroleum Specifications. Rules were
drafted with view to allow making of products from any satisfactory crude
petroleum.
STEAM ENGINEERING
Boilers. Modern Boilers (Les chaudieres modernes), L. Conge. Revue G£nerale
de l'Electricite, vol. 4, no. 19, Nov. 1918, pp. 715-718, 11 figs. Several French
and American types are considered as usuable in large central turbo-electric
stations.
Feeding and Circulating the Water in Steam Boilers, John Watson. Trans.
Inst. Marine Engrs., vol. 30, no. 239, Nov. 1918, pp. 225-246 and (discussion)
pp. 246-264, 7 figs. Historical account of schemes evolved and experimental
work undertaken; analysis of present practices in the various types of boilers;
effect of maxing hot boiler water with incoming feed in proportions up to 200
per cent, boiler water.
Mechanical Department Circular No. 11, II. S. Ry. Administration Frank
McManamy. Ry. Jl., vol. 25, no. 1, Jan. 1919. pp. 21-22, 1, fig. Rules and
instructions for inspection and testing of stationary boilers.
How to Design and Lay Out a Boiler — II, William C. Strott. Boiler
Maker, vol. 18, no. 12, Dec. 1918, pp. 353-354, 5 figs. Calculation of proper
tube expansion; purpose of beading; use of scant tube lengths; figuring " line-up."
(To be continued.)
Condensers. Keeping Up Condenser Performance. Hartley LeH. Smith. Power,
vol. 48, no. 25, Dec. 17, 1918, pp. 868-870, 4 figs. How to determine economy
which should he obtained and how to correct causes of low vacuum.
Steam Pressure, High. High Steam Pressure and Superheat, Eskil Berg. Power,
vol. 48, no. 24, Dec. 10, 1918, pp. 832-835, 3 figs. From a paper before joint
meeting of Western Soc. of Engrs., Chicago Section of Am. Soc of Mech. Engrs.
and Am. Inst, of Elec. Engrs.
Turbines. Steam Turbines for Natural Steam. Power Plant Eng., vol. 22, no. 24,
Dec. 15, 1918, pp. 990-993, 7 figs. Power plant at Larderello, Italy, operating
large turbine units with natural steam taken from crevices and fissures in ground.
Turbine Engines for Cargo Vessels. Marine Rev., vol. 49, no. 1, Jan. 1919,
pp. 31-34, 6 figs. Mechanical features of the geared drives.
Steam Turbine Progress and Possibilities. Blast Furnace, vol. 6, no. 52,
Dec. 1918, pp. 481-483, 5 figs. Higher bciler pressures; intermediate steam
reheating in large multiple-cylinder machines, feedwater heating; use of
economizer.
The Historical Development of Steam Turbine il). Power House vol. 11,
no. 11, Nov. 1918 pp. 311-314, 10 figs. Growth in capacity and in size of
individual units during last 30 years. (To be continued.)
Valves Balanced Slide. Balanced Slide Valve for Andrews-Cameron Steam Engine
(Tiroir equilibr6 pour machine a vapeur systeme Andrews et Cameron). Genie
Civil, vol. 73, no. 17, Oct. 26, 1918, pp. 333-334, 8 figs. Description of two
types, one with two and other with three parts.
See also MECHANICAL ENGINEERING, Molor-Car Engineering
(.Steam Vehicles.)
THERMODYNAMICS
Heat Transmission. Heat Transfer Tests of Building Materials L. M. Arkley.
Jl. Eng. Inst. Can. vol. 1, no. 8, Dec. 1918 pp. 386-393 6 figs. Account of
tests (1) to determine selection of proper materials to be used in buildings,
(2) to determine effect on transfer of heat through a 12-in. hollow tile well of
laying it up, first with hollow spaces horizontal and second with hollow spaces
vertical and directly over each other, (3) to investigate heat-insulating qualities
of a number of materials suitable for refrigerating room including buil-up
walls, cork walls, and ordinary building papers.
New Heat Transmission Tables, William R. Jones. Heat. & Vent. Mag.,
vol. 15, no. 12, Dec, 1918, pp. 36-40. Third series of tables.
WELDING
Aluminum. How to Use a "Chill" on Aluminum Welding. David Baxter Jl. Acetylene
Welding, vol. 20, no. 6, Dec. 1918, pp. 280-282, 3 figs. Method of backing up
hole in aluminum crankcase with plate of heavy galvanized iron and welding
across to fill hole with aluminum, the iron acting as a sort of chill.
Arc-Welding Tool. Improved Arc Welding Tool. Aerial Age, vol. 8, no. 12,
Dec. 2, 1918, pp. 619-634, 2 figs. Designed to make operation of changing
electrodes definite to permit any amount of pull when electrode freezes to work
and capable of eperating for voluntary release.
Electric Welding. Comparisons of Processes of Electric Butt Welding, J. B.
Clappei. Boiler Maker, vol. 18, no. 12, Dec. 1918, pp. 345-346. Operations
in butt welding; transformer control; strength of butt weld; application of
point and spot welding; use of resistance process.
Modern Welding by Use of Electricity, Elec. Rev., vol. 73, no. 25, Dec. 21,
1918, pp. 959-962, 3 figs. Principles of electric arc and spot welding; advantages;
methods of application; recent developments; extent of field.
Some Recent Developments in Machines for Electric Spot Welding as a
Substitute for Riveting, J. M. Weed. Gen. Elec. Rev., vol. 21, no. 12, Dec.
1918, pp. 928-934, 9 figs. Writer claims his experiments have demonstrated
that the thickness of parts to be welded is governed by capacity of apparatus
available for doing the work..
Electric Welding — A New Industry, H. A. Hornor. Contract Rec,
vol. 32, no. 47, Nov. 20, 1918, pp. 931-934. Status of industry; uses of alternat-
ing current; methods of welding and of testing a joint: developments. Paper
before Am. Inst. Elec. Enger.
Comparative Characteristics of Arc Welders, J. F. Lincoln. Elec. World,
vol. 72, no. 24, Dec. 14, 1918, pp. 1119-1120. Discussion to bring out comparative
advantages and costs of a. c. and d. c. welders.
Features of Arc Welding Development, O. A. Kenyon. Elec. Rev., vol. 73,
no. 25, Dec. 21, 1918, pp. 963-965, 2 figs. Control of welding heat; selection
of kind and size of electrodes; kinds of joints and their characteristics; systematic
planning of welding method to be used.
The Constant-Energy Arc- Welding Set. P. O. Noble. Gen. Elec. Rev.,
vol. 21, no. 12, Dec. 1918, pp. 938-910, 6 figs. Type of equipment designed to
facilitate maintenance of a short arc and to make it difficult to continue a long
one.
Electric Welding at the Erie Works, General Electric Company, H. Lemp
and J. R. Brown, Gen. Elec. Rev., vol. 21, no. 12, Dec. 1918, pp. 915-918, 12 figs.
Applications of process to welding saws, butt-welding high-speed steel to shank
of machine steel in manufacture of machine tools, and various other mechanical
purposes.
A Review of Electric Arc Welding, John A. Scede. Gen. Elec. Rev.,
vol. 21, no. 12, Dec. 1918, pp. 881-886, 10 figs. Evaluation of present practice,
with special consideration of carbon electrode welding, metallic electrode,
welding electrodes, fluxes, holders, a. 0. arc welding, automatic welding and
apparatus employed.
Inspection op Welds. Inspection of Electric Welds, O. H. Escholz. Power, vol. 48,
no. 25, Dec. 17, 1918, pp. 872-873, 3 figs. Describes various tests and their
efficiencies.
Inspecting Metallic Electrode Arc Welds, O. S. Escholz. Am. Drop
Forger, vol. 4, no. 11, Nov. 1918, pp. 448-450, 4 figs. Comments on significance
and value of visual inspection, adhesion of deposit, penetration and electrical
tests.
Joints. Lloyd's Experiments on Electrically Welded Joints, H. Jasper Cox. Gen.
Elec. Rev., vol. 21, no. 12, Dec. 1918, pp. 861-870, 10 figs. Results concerning
modulus of elasticity, approximate elastic limit, utimate strength, ultimate
elongation, alternating stresses, chemical and microscopic analysis, and strength
of welds.
Non-Ferrous Metals. The Butt Welding of Some Non-Ferrous Metals, E. F.
Collins and W. Jacob. Gen. Elec. Rev., vol. 21, no. 12, Dec. 1918, pp. 958-961,
5 figs. Describes process said to be outcome of search for satisfactory method
of connecting end rings to rotor bars of induction motor.
Oxidation. The Welding of Iron and Steel, W. H. Cathcart. Iron Age, vol. 102,
no. 26, Dec. 26, 1918, pp. 1587-1583, 10 figs. Principles governing smithy
and forge; effect of oxidation; use of a flux; annealing essential; conditions to
be fulfilled. From article in Apr., 1918, issue of Jl. of West of Scotland Iron
and Steel Inat., Galsgow.
Oxy-Acetylene Welding. Oxy-Acetylene Pipe Welding and Cutting, Gas Age,
vol. 42, no. 12, Dec. 16, 1918, pp. 515-516, 5 figs. Practical suggestions on
manipulation of blowpipe. (Continuation of serial.)
Handling Acetylene Welding Outfits, E. Wanamaker. Ry. Rev., vol. 63,
no. 25, Dec 21, 1918, pp. 869-871. Discussion of acetylene and oxygen gases
and instructions for handling outfits in shops. Paper before Ry. Fire Prevention
Assn. Chicago.
144
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
Research. Research in Spot Welding of Heavy Plate.?, W. L. Merrill, Gen. Elec.
Rev., vol. 21, no. 12, Dec. 1918, pp. 919-922, 7 figs. Record of experiments
with specially built welding machine of 36 tons pressure capaticy and 100,000
I . amperes current capacity, showing probability that new field of application for
spot welding will be developed.
Structure of Iron. Microstructure of Iron Deposited by Electric Arc Welding,
George F. Comstock. Bui, Am. Inst. Min. Engrs., no. 145, Jan. 1019, pp. 43-50,
10 figs. From microscopic examination of a weld writer concludes that pale
crystals typical of steel fusion welds are not cementite or martensite or any
similar carbide product, but probably nitride of iron. Discussion of S. \V.
Miller's paper. (Bui. A. I. M. E., Feb.-May, 1918.)
A Study of the Joining of Metals, J. A. Cnpp. Gen. Elec. Rev., vol. 21,
no. 12, Dec. 1918, pp. 947-956, 36 figs. Microscopic study of welds made
(1) with high current applied for long periods, (2) smaller current applied for
shorter time, and (3) current just large enough to procure welding temperature
when applied for minimum time; made to determine best practice in making
butt welds bv Thompson electric welding machine.
The Metallurgy of the Arc Weld, W. 10. Under. Gen. Elec. Rev., vol. 21,
no. 12, Dec. 1918, pp. 941-946, 15 figs. Notes based on microscopical examina-
tion of crystal structure, gas holes, slag inclusions, impurities, and composition.
Tank Manufacture. Electric Arc Welding in Tank Construction, R. E. Wagner.
Gen. Elec. Rev., vol. 21, no. 12, Dec. 1918, pp. 899-91 1. 2.") tigs. Qualifications
of successful operator; value of intelligent study of work in band and its prepara-
tion for welding; application of arc welding to tank construction; tabular data
for determining cost of process.
Welded Seams. Welded Scams Corrert Faults in Converters. Boiler Maker,
vol. 18, no. 12, Dec. 19 IS, pp. 347-348, 6 ligs. Experiments on welded-type
heaters; difficulties in welding materials of varying thicknesses; automatic
cutting machine. From Jl. Acetylene Welding.
Welding. Principles and Practices of Fusion Welding, S. W. Miller. Am. Soc.
Refrig. Engrs. Jl., vol. 5, no. 3, Nov. 1918, pi>. 168-215, 83 figs. Differenci
between various systems; principles of successful welding; composition of
weld; testing welds; welding practices and materials; metallurgy and heat
treatment of welds; variety of welds.
See also ELECTRICAL ENCI N EERI NO, Transformers, Converters
Frequency Changers (Welding, Transformers for); MARINE ENGINEERING
Yards Welding); RAILROAD ENGINEERING Welding).
VARIA
Metric System. Reflexions on the Arguments For and Against the Metric System
(Reflexions sur les pour et les contrc du systeme m6trique). Ch. Ed. Guillaume.
Industrie Electrique, year 27, no. 624, June 25, 1918, pp. 225-227. Question
of fundamental units; decimalization; possible adoption by Anglo-Saxon nations;
arguments based on present situation. Remarks on Atkinson's communication
to Instn. Elec. Engrs.
Opportunities for Engineers. Broader Opportunities for the Engineer, Charles T.
Main. Jl. Am. Soc. Mcch. Engrs., vol. 41, no 1, Jan. 1919, pp. 6-11. Fields of
activity opened to engineering societies and individual engineers in consequence
of technical and social poportunities which have been created with the advent
of world peace. Presidential address delivered at animal meeting of the
Society.
Packing Machinery. The Problem of Packing. Cassier's Eng. Monthly, vol. 54,
no. 5, Nov. 1918 pp. 257-262, 6 figs. Suggestions in regard to packing machinery
for home market and export.
Society Engineering. Aims and Organization of the Society, L. C. Marburg.
Jl. Am. Soc. Meeh. Engrs., vol. 41, no. 1, Jan. 1919, pp. 12-15. Relations of
the mechanical engineer to his work, to the community and other engineers.
Report of Committee on Aims and Organization of the Society.
Technical Writing. Obtaining Ideas for Technical Article;, Albert M. Wolf.
Wis. Engr., vol. 23, no. 2, Nov. 1918, pp. 40-41. Value of observation and
diligent application of menta faculties to gathering technical date.
ELECTRICAL ENGINEERING
ELECTROPHYSICS
A. C. Circuits. The Calculation of Alternating Current Circuits, Gordon Kribs.
Power House, vol. ll.no. 11, Nov. 1918, pp. 318-321, 2 figs. Tables of constants
offered as readily usable in computing size of wire in a. c. 25-and 60-cycle circuits.
Harmonic Analysis. Harmonic Analysis of Alternating Currents by the Resonance
Galvanometer tSur l'analyse harmonique des courants- alternatifs par le galva-
nometre de resonnance), Andre .Blondel Comptes rendus des seances de
l'Academie des Sciences ,vol. 167, no. 20, Nov. 11, 1918, pp. 711-717, 1 fig.
Characteristics of method proposed as modification of Pupin's and Armagnat's
Considers (1) non-inductive resistances in circuits of galvanometer, and (2) a
circuit having one or several capacities connected in series.
Spark Plug Insulators. Resistance of Hot Spark Plug Insulators, R. H.
Cunningham. Automotive Indus., vol. 39, no. 22, Nov. 28, 1918, pp. 907-911,
8 figs. Experimental tests to determine loss of resistance at working tem-
peratures; how such loss affects action of plug.
Vapor Arcs. Low- Voltage Arcs in Metallic Vapours, J. C. LeT.ennan. Proe. Phys.
Soc, Lond., vol. 31, no. 170, Dec. 15, 1918, pp. 30-48, 6 figs. Repetition of
experiments by Millikan and Hebb whose results writer believes to be in conflict
with quantum theory. Results showed that quantum relation holds good
with moderately heated incandescent cathodes and a moderate supply of metallic
vapor. It was possible to obtain questioned phenomena, however, by increasing
temperature of incandescent cathode.
ELECTROCHEMISTRY
Copper Plating. Automatic Copper Plating, Joseph W. Richards. Bui. Am.
Inst. Min. Engrs., no. 145, Jan. 1919, pp. 27-31, 4 figs. Patented process.
Basic principle involved lies in application of plating copper while iron sheet
is cold and then melting metal under conditions favorable to formation of
plating.
FURNACES
Electric Furnace Improvements During 1918, A. V. Farr. Blast Furnace,
vol. 7, no. 1, Jan. 1919, pp. 20-24, 9 figs. Efforts to increase output; linings,
tilting apparatus and cooling; power supply; comparative date.
Electrodes. Electrodes for Electric Furnaces: Their Manufacture, Properties, and
Utilization (11), Jean F.scard. Gen. Elec. Rev., vol. 21, no. 11, Nov. 1918,
pp. 781-792, 37 figs. Form, dimensions, grouping, and composition of electrodes,
and their arrangement in the various types of furnaces; life, wear, and protection
of electrodes; electrode holders, cooling systems, and methods of attaching
connections. Trnaslated from Le Gfinie Civil.
Industrial Furnaces. Electric Heated Industrial Furnaces, George J.Krikgasser.
Indus. Management, vol. 57, no. 1, Jan. 1919, pp. 26-32, 14 figs. Type of
furnaces and accessory apparatus used in melting irons, brasses and bronzes
in foundries; for heat-treating metal parts; in the manufacture of special alloys;
for annealing, hardening and tempering tools; and for determining decalescent
and reealescent points in tool steels.
Nitrogen-Fixation Furnace. Nitrogen Fixation Furnaces, E. Killburn Scott.
Gen. Elec. Rev., vol. 21, no. 11, Nov. 1918, pp. 793-804, 16 figs. Salient points
of difference between electric furnaces for fixation of nitrogen and those for
metallurgical purposes. Discussion of various features in operation, such as
phase balance, starting, losses, electrodes, stabilizing arc, power factor, air
supply, preheater, absorption, cooling the gas, and theory of reaction. Abstract
of paper before Electrochemical Soc.
Steel Furnaces. The Status of the Electric Steel Industry, Edwin F. Cone. Iron
Age, vol. 103, no. 1, Jan. 2, 1919, pp. 60-62. United" States still leads in out-
put witli 287 furnaces; progress since 1910; furnaces in world's industry probably
over 815.
Electric Furnaces for the Production of Steel and Ferro-Alloys, J. O. Seede.
Gen. Elec. Rev., vol. 21, no 11, Nov. 1918, pp. 767-780, 28 figs. Fundamentals
of high-grade steel manufacture; author perfers electric furnace to all other
types; classification and sketches of important furnaces.
Adds Electric Unit to Melting Equipment. Iron Trade Rev., vol. 63,
no. 24, Dec. 12, 1918, pp. 1353-1354, 10 figs. Installation in which power is
supplied through bank of two single-phase, 500-kva. transformers connected
to a 2300-volt, 3-phase, 60-cycle supply line. Furnace hearth acts as neutral
electrode, bottom connection being made to central point on transformer.
Arcs are formed independently of one another.
Electric Furnaces in Metallurgy. Elecn., vol. 81, no. 2113, Nov. 15, 1918,
pp. 588-590, 7 figs. Description of Heroult furnace.
The Electric Furnace in the Orey Iron Foundry. Can. Foundryman,
vol. 9, no. 12, Dec. 1918. pp. 291-292 and 295, 4 figs. Work being done by
Bowmanville Foundry Co. Mechanical feature and electrical control of
furnace.
Electric Furnace Data for Fcrro-Tungsten, Robert M. Kenney. Blast
Furnace, vol. 6, no. 12, Dec. 1918, pp. 486-487. Data and description of
ferro-tungsten production; smelting of ferberite concentrate; possibilities of
making in one single operation ferro-tungsten containing less than one per
cent carbon. Paper before Am. Inst. Min. Engrs.
GENERATING STATIONS
Canada. Electric Power Generation in Ontario on Systems of Hydro-Electric Power
Commission, Arthur H. Hull. Can. Engr., vol. 35, no. 25, Dec. 19, 1918,
pp. 532-533. Details of generation and electrical distribution: Rideau and
Magara systems: Queenstown development. (Concluded.)
Centralization of Power. Wholesale Power, F. P. Royce. Stone & Webster Jl.,
vol. 23, no. 5, Nov. 1918, pp. 357-360. Conditions favorable to centralization
of electric power. Memorandum of statement made at meeting of New England
Section of Nat. Elec. Light Assn.
Hydroelectric Stations. Electric Power Generation in Ontario on Systems of
Hydro-Electric Power Commission, Arthur H. Hull. Can. Engr., vol. 35,
no. 24, Dec. 12, 1918, pp. 520-523. Paper before Toronto Section Am. Inst.
Elec. Engrs. Also Elec. News, vol. 27, no. 23, Dec. 1, 1918. pp. 25-29, 1 fig.
General plan and particulars of canal development work and power generation.
The Present Status of Hetch Hetchy, Rudolph W. van Norden. Jl. Elec,
vol. 41, no. 10, Nov. 15, 1918, pp. 348-443, 8 figs. Survey, score and present
progress of water and power project undertaken by city of San Francisco.
Data Existing in Regard to the Construction of Hydroelectric Power
Plants (Sur les donnees actuelles en matiere de construction d'usines hydro-
^lectriques), Denis Eydoux. Annales des Ponts et Chaussees, year 88, vol. 4,
no. 18, July-Aug. 1918, pp 7-96, 34 figs. Resume of theroetical considerations,
general equations and present practice, with special reference to groups of
French plants in Dauphine' and the arrangement existing between water-courses
of the Society PyrSneenne (.Toulouse and Tarn) with those of theSoci^teMeridi-
onale (Aude and Herault). (To be continued.)
Steam-Electric Stations. A Good Instance of Utilization of Italian Products in
Argentine f\Jno forte impronta dei produttori italiani nell' Argentina). L'lndus-
tria, vol. 32, no. 21, Nov. 15, 1918, pp. 638-464, 13 figs. Details and plans
of steam-turbine central station distributing 30 million kw.hr. at 7000 volts
to five substations. Substation also described.
GENERATORS AND MOTORS
Dynamical Theory. The Dynamical Theory of Electric Engines, Elecn., vol. 81,
no. 2114, Nov. 22, 1918, pp. 616-617, 4 figs. Abstracted from 10th Kelvin
lecture delivered by L. B. Atkinson before Inst, of Elec. Engrs.
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
145
Alternators. High-Frequency Alternator? (Les alternateurs a, haute frequence),
O. Billeux. Revue Generale de 1'Electricite, vol. 4, no. 21, Nov. 23, 1918,
pp. 803-805, 5 figs. Principles of these machines, particularly of the Alexander-
son type (.frequency, 30,000 per sec), built for experimental purposes by the
Society Francaise Radio-electrique.
Generators. Construction and Use of Generators Driven by Waterwheels. Elec.
Rec, vol. 24, no. 0, Dee. 1918, pp. 60-08, 21 figs. Important features in both
vertical and horizontal types.
Induction Motors. Reconnecting Induction Motors — For Change in the Number
of Poles, A. M. Dudley. Power, vol. 49, no. 1, Jan. 7, 1919, pp. 9-14, 15 figs.
(Third article )
Rotors. Turbo-Alternator Rotors: Features of Mechanical Design (II), S. F. Barclay.
Power House, vol. 11. no. 11, Nov. 1918, pp. 323-327, 17 figs. Suggested
specifications for guidance in purchasing equipment.
Synchronous Motors. Magnetization Curves for Synchronous Motors. (Fiitkurvor-
diagram och magnetiseringskurvor for fierfasiga svnkronmaskiner), John
Wennerberg. Teknisk Tidskrift, Elextroteknik, vol. 48, no. 11, Nov. 0, 1918
pp. 138-146.
LIGHTING AND LAMP MANUFACTURE
Fixtures. Linking Science and Art. in Lighting, M. Luckiesh. Elec. Rev., vol. 73,
no. 23, Dee. 7, 1918, pp. 884-88.5. Suggestions for fixture dealer in demonstrat-
ing lighting effects. Third article. (First and second appeared in Elec. Rev.
Oct. 5 and Nov. 2.)
Lamps, Manufacture. Methods of Manufacturing Incandescent Lamps, H. M.
Robins. Wis Engr., vol. 23, no. 3, Dec. 1918, pp. 67-70, 6 figs. Description
of required operations with reference to advantageous working conditions of
manufacturing establishments.
Light Generation and Distribution. Light Electricity and the Shop C. E.
Clewell. Am. Mach. vol. 49 no. 2i Dec. 12 1918 pp. 1061-1085 10 figs.
From coal pile to machine too! and lamp losses are considered,
MEASUREMENTS AND TESTS
Loader. The Loader Ross B. Mateer. Jl. Elec. vol. 41 no. 12 Dec. 15, 1918,
p. 553, 4 figs. Suggests composite symbol to indicate lead center, density
and character of load served.
Meters. Three-Wire D-5 Meters. Jl. Elec, vol. 41, no. 10, Nov. 15, 1918, pp.
474-475. Wiring diagram and features of watthour meter consisting of two-
and three-wire elements placed side by side in common base and registering on
common recording train so that sum of revolutions of both elements will be
added and indicated on dial.
Power-Factor Indicators. Removing Obstacles to Power-Factor Charge, Will
Krown. Elec. World, vol. 72, no. 26, Dec. 28, 191s, pp. 1220-1222, 1 fig.
Necessity o standard method of measuring power factor and instrument that
would be universally applicable; examination into methods now employed in
widely separated plants.
Calibration of Power Factor Indicators, Walter Wescott Hoke, filer.
World, vol. 72, no. 23, Dec. 7, 1918, pp. 1076-1078, * figs. Methodof calibrating
polyphase power-factor indicators of which resistances of potential circuits are
not equal; also applies to indicators iii which current coil is in one phase of a
two-phase line.
Rubber-Goods Testing. Safeguarding Electrical Employees. Elec. World, vol. 72,
no. 26, Dec 28, 1918, pp. 1223-1223, 5 tigs. How companies which take active
interest in well-being of their employees have made use of protective devices
to guard against personal injuries; care and testing of rubber goods.
Transmission Factor for Glass. The Measurement of Transmission-Factor,
M. Luckiesh and L. L. Mcllor. Jl. Franklin Inst , vol. ls'i, no. 5, Nov. 191s,
pp. 529-515, 8 figs. Investigation of various arrangements of apparatus designer!
to determine transmission factors for several diffusive glasses for LUuminatiod
(1) by a narrow beam of light directed perpendicularly to surface of specimen,
and (2) uniformly diffused light reaching specimen From all directions; examina-
tion of effect ou value of transmission factor of position of specimen with respect
to light and character of side, smooth or rough, upon which light strikes it.
POWER APPLICATIONS
Alloy Production. New Materials Developed in Germany for Electrical Industry
(Les nouveaux matexiaux dans ['industries electrique en Allemagne), S, Fria.
Industrie Electrique, year 27, no. (121, June 25, 191S, pp. 227-250. Application
of alloys such a; electron (10 Al 4- 90 Mh], magnaltum, duralumin and other
compositions; regulation governing material to be used in various types of
electric lines; instruments and apparatus; machines anil transformers.
Dairy Farms. Use of Electricity on Dairy Farms to Increase Production. Elec.
Rev., vol. 73, no. 26, Dec. 28, 1918, pp. 995-997, 3 figs. Proper lighting and
use of electric fans in Georgia farm stables result in greater quantity and better
quality of product.
Electrochemical Processes. Electricity Releases Chemistry's Power, James
M. Matthews. Gen. Elec. Rev., vol. 21, no. 11, Nov. 1918, pp. 727-750, 46 figs.
Some of the uses of electricity in the chemical industry arc illustrated with
descriptions of uses of electric furnaces and electrically-driven motors and
installations of electrolytic works.
Electrolytic and Electrothermic Processes and Products. Gen. Elec.
Rev., vol. 21, no. 21, no. 11, Nov. 1918, pp. 756-766, 12 tigs. Rrief outline of
sodium, calcium, magnesium and aluminum; more detailed description of electric-
furnace methods of manufacturing calcium carbide, carborundum, silicon,
graphite, alundum, fused silica and carbon bisulphide; methods of fixation of
atmospheric nitrogen and oxidation of nitrogen; sketches '•( Birkland-Eyde,
Schonherr, and Pauling furnace*-
Goid Dredges. Use of Electriety on Gold Dredges. Elec. Rev., vol. 73, no. 23,
Dec. 7, 1918, pp. 881-883, 3 figs. Description of typical dredge; valuo of
central-station service for work; points to observe in selecting apparatus required;
description of electrical equipment used.
Harbors. Extensive Use of Electricity for San Francisco Harbor. Elec. Rev.,
vol. 72, no. 26, Dec. 26, 1918, pp. 1001-1005, 4 figs. Pier, dock and street
lighting; electric clock system; harbor lights and fog signals; fire-alarm and
telephone system; electric repair and maintenance service; features of wiring.
Shipbuilding. The Application of Electricity in Ships and Shipbuilding, J. F. Nielson.
Elecn., vol. 81, no. 2114, Nov. 22, 1918. pp. 621. Abstract paper before
Scottish Local Section of Inst, of Elec Enrgs., Nov. 1918.
Steel Mills. Operating-Electrically-Driven Steel Mills, J. T. Sturtevant. Iron
Trade Rev., vol. 63, no. 23, Dec. 5, 1918, pp. 1292-1293, 4 figs. Layout, equip-
ment, power consumption, tonnages and capacities of 11 installations at Lehigh
plant of Bethlehem Steel Co.
TELEGRAPHY AND TELEPHONY
Antenna. The Vertical Grounded Antenna as a Generalized Bessel's Antenna,
A. Press. Proc Inst. Radio Engrs., vol. 6, no. 6, Dec. 1918, pp. 317-322, 1 fig.
General expression for current at any point of antenna formulated by taking
account of variable distribution of inductance and capacity; particular solution
for current and voltage distribution in case of antenna having zero current at
top and maximum current at bottom.
Capacity of a Horizontal Antenna (Capacity d'une antenne horizontale),
J. B. Pompey. Revue G6ne>ale de l'Electricite, vol. 4, no. 21, Nov. 23, 1918,
pp. 790-792, 1 fig. Modification of original derivation of Pederson's formula.
Duplex Polar Transmission. Improving Polar Duplex Transmission. Telegraph
& Telephone Age, no. 24, Dec. 16, 1918, pp. 564-565, 5 figs. Diagrams of five
different schemes tried in long lines operated polar duplex.
Photographs, Wifeless Transmission of. The Design and Construction of
Apparatus for the Wireless Transmission of Photographs, Marcus J. Martin.
Wireless World, vol. 6, no. 69, Dec. 1918, pp. 509-513, 7 figs. Describes system
outlined in handbook on the Wireless Transmission of Photographs as at present
developed. Writer's intention is to provide practical groundwork for improve-
ments. (To be continued.)
Radio Telephony. Some Aspects of Radio Telephony in Japan, Eitaro Yokoyama.
Wireless World, vol. 6, no. 69, Dec. 1918, pp. 484-487, 5 figs. Influence of gas
clearance, dimensions and shape of electrodes upon discharge. From Proc.
Inst. Radio Engrs. (Continuation of serial)
Rkoio Transmitter. On the Electrical Operation and Mechanical Design of an
impulse Excitation Multi-Spark-Group Radio Transmitter, Bowden Washington
Proc. Inst. Radio Engrs., vol. 6, no. 6, Dec 1918, pp. 295-315, 31 figs. Discussion
of impulse excitation; description of three forms of gaps suitable for extreme
quenching; oscillograms showing operation of such gaps; operation of actual
5-kw. and 2-kw. sets.
Spark Discharges. The Revolving Mirror and Spark Discharges, Lindlay Pyle.
Wireless World, vol. 6, no. 69, Dec. 1918, pp. 489-490, 1 fig. Shows diagram-
matically and describes briefly method of observing and photographing oscillatory
nature of " wireless " spark. From Electrical Experimenter.
Spark Gap. A Ventilated Spark Discharge Gap. Wireless Age, vol. 6, no. 3, Dec.
1918, pp. 44-45, 3 figs. Internal construction and action of apparatus said to
be silent in operation and to maintain a predetermined operating characteristic.
On the Possibility of Tone Production by Rotary and Stationary Spark
Gaps, Hidetsugu Vagi. Proc. Inst. Radio Engrs., vol. 6, no. 6, Dec. 1918,
pp. 323-343, 17 figs. Results produced by needle and spherical gaps with
a. c. transformer, spark-gap method and with high-tension d. c spark-gap
method; brief treatment of transient conditions existing before establishment
of stable tone regime.
Telephone, Sound-Detecting Devices. Telephone Service Standards. Telephony,
vol. 76, no. 1, Jan. 4, 1919, pp. 22-23, Investigation of service and transmission
standards and experimental work on sound-detecting devices by telephone
section of Bureau of Standards, from 1917-1918 report Secretary of Commerce.
Telephone Troubles. How to Locate Telephone Troubles, J. Bernard Hecht.
Telephony, vol. 76,;no. 1, Jan. 4, 1919, pp. 26-27. Care and maintenance of
primary batteries. Instructions to managers, wire chief and troublemcn of
local battery telephone exchanges. Sixth article.
Vacuum-Tube Electrodes. A Method of Constructing Gas-Free Electrodes.
Wireless World, vol. 6, no. 69, Dec. 1918, pp. 488-489. Process of manufacturing
vacuum tube in which anode consists of coating of metal sprayed on inside of
bulb by incandescing rafractory metallic conductor, such as tungsten, in partial
vacuum. From Wireless Age.
Time Signaling. Wireless Time-Signaling Device, Wireless Age, vol. 6, no. 3, Dec.
1918, pp. 13-14, 3 figs. Apparatus for synchronizing time clocks from one
main radio station, permitting at predetermined intervals a correction of errors
encountered in clock mechanisms.
TRANSFORMERS, CONVERTERS, FREQUENCY CHANGERS
Radio Frequency Changers. Radio Frequency Changers, E. E. Bucher, Wireless
Age, vol. 6, nos. 3 and 4, Dec 1918 and Jan. 1919, pp. 20-22 and 20-22, 13 figs.
Reported progress in their application to wireless telegraphic and telephonic
communication Control of antenna currents.
Rectifiers. Incandescent-Cathode Are Device for the Rectification of Alternating
Currents. Wireless Age, vol. 6, no. 3, Dec. 1918, pp. 14 and 43-44, 3 figs.
Construction and electrical connections of tube; arc started by means of a
high-voltage discharge from a pointed cathode.
An Enclosed Rectifier. Wireless Age, vol. 6, no. 3, Dec. 1918, pp. 12-13,
3 figs. Incandescent cathode type. Argon at considerable pressure is injected
into enclosed medium.
146
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
Rotary converters. The Effect of Power-Factor on Output of Rotary Converters
with Reactance Control, R. G. Jakeman. Elecn., vol. 81, no. 2114, Nov. 22,
1918, pp. 614-610, 4 figs. Dealing with effect of power-factor on size of converter.
Transformer Dimensions. Dimensions of Transformers, A. R. Low. Elecn.,
vol. 81, no. 2113, Nov. 15, 1918, pp. 597-599. Object of article is to classify
principal problems of transformer discussion and compare certain assumptions,
methods and results.
Transformer Oil. Transformer Oil. W. S. Flight. Elecn., vol. 81, no. 2115,
Nov. 29, 1918, pp. 636-638, 4 figs. Author discussion types and characteristics
of oils; formation of sludge; minor tests.
Welding, Transformers for. Transformers for Electric Welding, W. S. Moody.
Gen. Elec. Rev., vol. 21, no. 12, Dec. 1918, pp. 935-937. Requirements of
those used for spot welding and for arc welding; construction found best to fulfill
service specifications of each type.
See also ELECTRICAL ENGINEERING, Transmission, Distribution,
Control {Transformer Losses).
TRANSMISSION, DISTRIBUTION, CONTROL
Central Station Service. Twenty-Seven Thousand Dollar Saving in Manhattan
Building Plant. Power, vol. 48, no. 26, Dec. 24, 1918 pp. 918-919. By using
Edition off-peak service during summer months, substituting motor-driven
elevator pumps for inefficient steam pumps, installing a fecdwatcr heater and
a stoker.
Frequency Control. Better Frequency Control, Henry E. Warren. Gen. Elec.
Rev., vol. 21, no. 11, Nov. 1918, pp. 816-819, 3 figs. Method which record?
revolutions, thus indicating mean frequency and enabling operator to adjust
governor-regulating mechanism to maintain average frequency at its normal
value practically exact.
Growth of Electric Systems. The Growth of Electric Systems, Julian C. Smith.
Can. Engr., vol. 35, no. 25, Dec. 1918, pp. 539-540. Evolution since 1882:
direct and alternating transmission systems; why the "hydro" is 25 cycles;
thrust bearings and vertical units. From one of the J. E. Aldred lectures on
engineering practice, Johns Hopkins University.
Interconnection. Interconnection of Power Systems. Proc. Am. Inst., Elec.
Engrs., vol. 37, no. 12, Dec. 1918, pp. 1207-1333, 12 figs. Technical features
of interconnection of electric power systems of California; electric power in
northern and central California; function of Pacific Gas and Electric Co. in
interconnected operation of power companies of central and northern California.
Symposium at meeting of San Francisco Section Am. Inst. Elec. Engrs.
Power Factor. Location for Power-Factor Corrective Apparatus, Will Brown.
Elec. World, vol. 72, no. 24, Dec. 14, 1918, pp. 1125-1128, 3 figs. Experience
with static condensers; dissimilarities in synchronous machines; using idle
alternators as condensers; bset motor rating for correction; effect of condenser
location on result.
Improvement of Power-Factor by the Operation of Synchronous Motors
(Note sur l'emploi des moteurs synchrones pour ameliorer le facteur de puis-
sance), Paul Rieunier. Revue Generale de l'Electricite, vol. 4, no. 21, Nov. 23,
1918, pp. 771-788, 15 figs. Mathematical and graphic study of equatior.
St. Lawrence River Transmission Line. 111,000-Volt Transmission Line Over
the St. Lawrence River, S. Svenningson. Elec. News, vol. 27, no. 23, Dec. 1,
1918, pp. 31-34. Crossing consists of central span 4801 ft. long supported by
two 350-ft. towers. Author gives special attention to cables, insulators, ice
protection and sag calculations. Paper before Toronto meeting of Am. Inst.
Elec. Engrs.
Substations. Effect of a Tie-Line Between Two Substations, H. B. Dwight. Elec.
Rev., vol. 73, no. 25, Dec. 21, 1918, pp. 966-968, 1 fig. Methods of calculating
effect of tie-lines upon current and voltage; several formulae given.
The Modern Outdoor Substation, M. M. Samuels. Elec. World, vol. 72,
no. 23, Dec. 7, 1918, pp. 1068-1073, 20 figs. Apparatus developed until it is
as reliable as indoor equipment; station design not greatly improved; notes on
transformers, oil circuit breakers, lightning arresters, air-break switches and
bus supports.
A Two-Unit Automatic Substation, Walter C. Slade, Elec. Ry. .11., vol. 52,
no. 24, Dec. 14, 1918, pp. 1038-1044, 13, figs. Description of Rhode Island Co.'s
substation at Oakland illustrating latest practice. Economics of automatic
substation application.
Synchronous Condensers. Synchronous Condenser in Fuel Conservation, L. N.
Robinson. Jl. Elec, vol. 41, no. 10, Nov. 15, 1918, pp. 456-458, 2 figs. Possi-
bilities due to quadrature phase relation of energy and wattless components
of current in virtue of which a synchronous condenser can deliver, under given
line regulations, wattless current corresponding to 10,000-kv-a, and simul-
taneously absorb as motor or deliver as generator 10,000 kw. with total current
corresponding to only 14,100 kv-a.
Transformer Losses. Influence of Distributing System on Transformer Losses
in Large Networks (Pertes dans les transformateurs des grands reseaux suivant
le Bysteme de distribution employe). Revue Generate de l'Electricite, vol. 4,
no. 19, Nov. 9, 1918, pp. 721-724, 5 figs. Study and comparison of losses in
two systems: (1) uniform distribution at 20,000 to 30,000 volts and (2) distribu-
tion at 30,000 to 50,000 volts in main network with reduction to 6,000 to 20,000
volts in secondary lines. From Electrotechnische Zeitschrift.
See also ELECTRICAL ENGINEERING, Generating Stations [Steam-
Electric Stations).
V A III A
Hattery Charging, A. C. High-Tension Battery Fed with Alternating Current.
Sur une batterie a haute tension alimentee a courant alternatif). Industrie
Electrique, year 27, no. 633, Nov. 10, 1918, pp. 416-417, 1 fig. Principle and
diagram of apparatus which by an arrangement of GraHz valves and condensers
connected to secondary winding of transformer permits conversion of alternating
current into direct current at voltages up to 10,000. From Bulletin de 1' Asso-
ciation Suisse des Electriciens, Apr. 1918.
Contract Clauses. Power Factor Clauses in Contracts, Will Brown. Elec. World,
vol. 72, no. 25, Dec. 21, 1918, pp. 1164-1165. Commercial problems involved;
opinions from widely scattered central stations regarding necessity of considerat-
ing power factor; typical clauses of two types of contract which base charges
on average power factor.
Electrolysis Protection. Drainage if Necessary vs. Negative Feeder Electrolysis
Protection, D. W. Roper. Elec. Ry. Jl., vol. 52, no. 23, Dec. 7, 1918, pp.
1003-1007, 12 figs. Comparison of plans used in St. Louis and Chicago for
eliminating damage to underground structures from power compnay viewpoint,
f Abstract of paper before Am. Inst. Elec. Engrs., St. Louis.)
Fires in Oil Switches. R. Frere Process of Extinguishing Fires in High-Tension
Oil Switches (L'extinction des feux d'huile dans les cellules d'interrupteurs a
haute tension par les procedes R. Frere), Ch. Benjamin. Genie Civil, vol. 73,
no. 19, Nov. 9, 1918, pp. 361-363, 10 figs. Fundamental principle of process
consists in reducing oxygen in atmosphere by a large quantity of inert gas
such as nitrogen.
International Electrotechnic Commission. International Electrotechnic Commis-
sion (La Commission Electrotecnica Internacional), German Niebuhr. Boletin
de la Asociadion Argentina de Electro-Tecnicos, vol. 4, no. 8, Aug. 1918, pp.
783-788. Its origin, development and work. (To be continued.)
Lightning Arresters. Substitution of Copper for Platinum in Lightning Rods
on Account of Present Shortage of Platinum (L'emploi du platine et du cuivre
sur les paratonnerres et la crise du platine), E. Lignorelles. G6nie Civil, vol. 73,
no. 18, Nov. 2, 1918, pp. 351-353. States that aluminum, copper and iron are
satisfactory for lightning rods; gives suggestions as to proper installation.
Storing Direct-Current Aluminum Arresters for the Winter, F. T. Forster.
Gen. Elec. Rev., vol. 21, no. 11, Nov. 1918, pp. 820-821. Ill effects of leaving
plates standing in electrolyte when arrester is out of service ; method of preparing
arresters for storage.
CIVIL ENGINEERING
BRIDGES
Arch Bridge. The Rock Island Builds Two Rainbow Arch Bridges. Ry. Age,
vol. 65, no. 23, Dec. 6, 1918, pp. 1003-1005, 4 figs. Limited-weight concrete
structure with shallow floor.
Erection. Erection Experiences at the Sciotoville Bridge, Clyde B. Pyle, Eng.
News-Rec, vol. 81, no. 26, Dec. 26, 1918, pp. 1182-1186, 6 figs. Machines
used found efficient; adjustment of bridge easy ; deflections agreed with computed
values; last of three articles on field work.
Pontoon Bridge. The Sardah (India) Pontoon Bridge. Ry. Engr., vol. 39, no. 467,
Dec. 1918, pp. 221-222, 6 figs. Principles of construction, method of use and
structural details of 420-ft. 7-pontoon bridge. From report of Technical Section
of Railway Branch, Puplic Works Department, Government of India.
Railway Bridges. General Specification for Steel Railway Bridges. Jl. Eng.
Inst. Can., vol. 1, no. 8, Dec. 1918, pp. 367-385, 3 figs. Final draft as approved
by meeting of committee of the Institute.
Reinforced-Concrete Flat Slab Railway Bridges, A. B. Cohen. Ry.
Gaz., vol. 29, no. 20, Nov. 15, 1918, pp. 528-530, 2 figs. Advantages of this
type and details of Lackawanna terminal at Buffalo, N. Y. Paper before joint
section of Am. Concrete Inst, and Am. Soc. for Testing Materials.
Stress Measurements on Niagara Gorge Railway Bridge, Charles Evans
Fowler. Eng. News-Rec, vol. 81, no. 26, Dec. 26, 1918, pp. 1172-1175, 6 figs.
Permissible leading studied by strain gage; dead-load condition of arch deter-
mined by forcing crown apart and measuring release of stress.
BUILDING AND CONSTRUCTION
Barracks. Temporary Barracks at Rosedale Heights. Contract Rec, vol. 32,
no. 52, Dec. 25, 1918, pp. 1019-1022, 6 figs. Disposition and finish of 24 build-
ings rapidly completed for Toronto demobilization depot.
Gypsum Houses. Houses of Gypsum Have Many Advantages. Contract Rec,
vol. 32, no. 51, Dec. 18, 1918, pp. 1006-1007, 1 fig. Mode of constructing
walls of gypsum blocks cast from gypsum mortar.
Hospitals. Details of Hospital Construction, N. V. Perry. Modern Hospital,
vol. 11, no. 6, Dec 1918, pp. 469-471, 5 figs. Remarks on general requirements,
adaptable equipments for ward lighting, suitable arrangement of heating
system, and special features demanded in floor construction. Paper before
convention of Am. Hospital Assn.
Mills. The Reconstructed Plant of the Quarker Oats Company at Peterboro, Ont.
Contract Rec, vol. 32, no. 47, Nov. 20, 1918, pp. 918-921, 6 figs. Work done
in clearing site in plant destroyed by fire; layout of new buildings.
Ornamentation. Structural Ornamentation. Vol. 70, no. 6, Dec. 1918, pp. 506-507.
Study in face brick, fancy brick, architectural terra cotta and decorative tile
as factors in the clayworking industry.
Roofing. English Slate and Tile Roofing Methods. Metal Worker, vol. 90, no. 26,
Dec. 27, 1918, pp. 703-705, 9 figs. Plain and ornamental slating; single and
. double-nailing methods; hints on making repairs.
School. Test of Chicago and Cook County School for Boys, Meyer J. Sturm. Heat.
& Vent. Mag., vol. 15, no. 12, Dec 1918, pp. 41-44, 5 figs. Description of
building and its equipment.
Slabs and Culverts. Practice in the Design of Concrete Floor Slabs and FlatTop
Culverts, Geo. H. Tinker. Bui. Am. Ry. Eng. Assn., vol. 20, no. 210, Oct. 1918,
pp. 3-19. Summary of replies from bridge engineers connected with various
railroads to questionnaire in regard to their practice concerning long-
itudinal, transverse and vertical distribution of axle loads and impact allowance
in designing culverts and slabs; a short analysis of the salient points also pre-
sented.
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
147
Timber Framing, Steel in. How to Use Steel in Timber Framing, Ernest Irving
Freese. Building Age, vol. 41, no. 1, Jan. 1919, pp. 13-15, 9 figs. Practical
methods of supporting long-span floors and bearing partitions upon structural-
steel girders.
CEMENT AND CONCRETE
Cold- Weather Concrete. Some Temperature Records of Cold Weather Concrete,
L. J. Towne. Stone & Webster Jl., vol. 23, no. 6, Dec. 1918, pp. 414-417, 3 figs.
Tests made to secure data on amount of protection necessary to prevent concrete
from freezing before setting can take place. On account of heat generated as
result of chemical actions incident to setting concrete does not follow daily
variations in air temperatures.
Compression Tests. Some Compression Tests of Portland Cement Mortars and
Concrete Containing Various Percentages of Silt, Arthur C. Alvarez and James
R. Shields. Univ. of Cal. Publications in Eng., vol. 2, no. 3, Nov. 19, 1918,
pp. 119-130, 1 fig. Concludes that at age of 28 days the compressive ftrength
of 1 :2 :4 concrete stored in water increases with increase in percentage of silt
for amounts up to 14 per cent by weight of sand, and that of mortars varying
in proportion between 1:1 and 1 :4 is reduced on an average by about 4.5 per cent
with 10 per cent silt.
Oil. Oil and Concrete. Rv. Engr., vol. 39, nos. 402 and 466, July and Nov. 1918,
pp. 135-137 and 207-210. Results of laboratory tests on different specimens
and under varied conditions; L. Waller Page's experiments on water-proofing
concrete; W. Lawrence Gadd's conclusions from his investigation of Page's
results; accounts of other experimenters. (To be continued.)
Poles. Hollow Concrete Poles Made by New Method. Rv. Age, vol. 65, no. 25,
Dec. 20, 1918, pp. 1127-1128, 3 figs. Important savings in weight over solid
construction are effected by certrifugal process.
Study of the Construction of Latticed Girder Poles for Electrical Lines
(Contributo alio studio delle palificazioni per condutture elettriche), Ettore lo
Cigno. L'Elettrotecnica, vol. 5, no. 29, Oct. 15, 1918, pp. 402-407, 7 figs. Analy-
tical investigation of stresses in latticed girder poles of square base with formulae
and graphs for examination of relative significance of mechanical coefficients.
Setting Process. The Setting Process in Lime Mortars and Portland Cements,
Cecil H. Desch. Contract Rec, vol. 32, no. 47, Nov. 20, 1918, pp. 922-923.
Review of researches undertaken and hypotheses advanced. Paper before
Faraday Soc.
Waterproofed Floors. Waterproofed Floors for Railway Crossings Over Streets,
H. T. Welty. Eng. News-Rec, vol. 81, no. 24, Dec. 12, 1918, pp. 1081-1086,
9 figs. Grade-crossing work makes severe demands; troughing unsatisfactory,
concrete slab floor; various mehtods of sealing concrete to girders.
See also CIVIL ENGINEERING, Building and Construction (.Slabs and
Culverts); Earthwork, Rock Excavation, etc., Dams).
EARTHWORK, ROCK EXCAVATION, FTC.
Dams. Progress on Concrete Dam at Paris, Ont. Contract Rec, vol. 32, no. 49,
Dec. 4, 1918, pp. 955-956, 2 figs. Method of bracing framework.
Construction Features of a Multiple Arch Dam, L. R. Jorgensen. Jl. Elec,
vol. 41, no. 11, Dec. 1, 1918, pp. 508-508, 3 figs. Considers detail; of construction
methods with reference to an actual case.
A Veritable Niagara Created in the South — Mammoth Hydro-Electric
Development in East Tennessee, Stuart Towe. Mfrs. Rec, vol. 75, no. 1, Jan.
2, 1919, pp. 143-145, 3 figs. Brief description of dam 225 ft. high, 725 ft. long
at top and 350 ft. at base, 175 ft. thick at base and 12 ft. at top. For a90,000-hp.
hydro-electric development.
New Concrete Dam and Bridge Over Lynn Hiver at Port Dover. Contract
Rec, vol. 32, no. 52, Dec. 25, 1918, pp. 1031-1033, 6 figs. Excavation work;
specifications for aggregate.
The Lake Eleanor Dam, Rudolph W. Van Norden. Jl. Elec, vol. 41, no. 12,
Dec. 15, 1918, pp. 551-553, 4 figs. Plans, essential features and details of
construction. Dam contains 11,000 cu. yd. of concrete.
HARBORS
Floating Docks. Construction and Trials of 30,000-Ton Black Sea Floating Dock.
Engineering, vol. 106, no. 2759, Nov. 15, 1918, pp. 551-552, 3 figs. Drawings
with principal dimensions and description.
San Francisco Harbor. Harbor Improvements at San Francisco, Charles W.
Geiger. Int. Mar. Eng., vol. 24, no. 1, Jan. 1919, pp. 31-35, 7 figs. Extensive
enlargement of piers; large bulkhead warehouses; railroad connection with piers;
developments in Islais Creek section.
See also ELECTRICAL ENGINEERING, Pouer Applications (Harbors).
MATERIALS OF CONSTRUCTION
Road Materials. Standard Forms for Tests, Reports, and Method of Sampling
for Road Materials. Better Roads & Streets, vol. 8, no. 8, Aug. 1918, pp.
300-306, 2 figs. From Bui. 555, issued by office of Public Roads and Rural Eng.
Stucco. Review of Stucco Tests by Bureau of Standards, J. C. Pearson. Cement &
Eng. News, vol. 30, no. 12, Dec. 1918, pp. 36-37. From paper at annual
meeting of Am. Concrete Inst.
MECHANICS
Arches. Calculation of Built-in Arches Under the Action of Continuous External
Loads (Calcul des arcs encastr£s sollicitfs par des charges exterieures continues),
P. Ernest Flamard, Genie Civil, vol. 73, no. 11, Sept. 14, 1918, pp. 207-209,
4 figs. Mathematical study of problem with reference to work of deformation.
Beams. Beam Deflections Under Distributed or Concentrated Loading, J. B.
Kommers. Eng. News-Rec, vol. 82, no. 1, Jan. 2, 1919, pp. 44-46, 10 figs.
New algebraic method proposed for cases usually solved by graphical calculation
gives accurate results.
Bending Moments in Grillage Beams, R. Fleming. Eng. & Contracting,
vol. 50, no. 26, Dec. 25, 1918, pp. 585-586, 1 fig. Outcome of recent review of
calculations for proportioning grillage beams in foundations.
Lines of Influence for a Vierendeel Beam (Lignes d'influence pour une poutre
Vierendeel), G. Magnel. Genie Civil, vol. 73, no. 18, Nov. 2, 1918, pp. 344-347,
5 figs. Mathematical investigation of bending moments and other mechanical
factors in reinforced-concrete beam.
ROADS AND PAVEMENTS
Boulevards. Boulevards of San Francisco, California, Charles W. Geiger. Good
Roads, vol. 17, no. 1, Jan. 4, 1919, pp. 1-3, 5 figs. Notes on history and con-
struction of scenic drives in and near city.
Concrete Pavements. Concrete Pavement Subjected to Severe Test, George
C. Swan. Concrete Highway Mag., vol. 2, no. 11, Nov. 1918, pp. 246-247, 3 figs.
Dammage at crossing where locomotive was thrown off track and dragged itself
40 ft. over concrete surface.
Construction. Construction Methods Employed in Building Lincoln Highway
Cut-Off Across the Desert at Gold Hill, Utah, R. E. Dillree. Mun. & County
Eng., vol. 55, no. 6, Dec. 1918, pp. 195-197, 12 figs. Building roadway with
grade above level of desert under conditions which necessitated using hay to
keep heavy equipment from bogging down.
Disintegration of Roads. The Poad: Its Paramount Importance as Viewed
by a Briton, J. H. A. MacDonald. Mun. & County Eng., vol. 55, no. 6, Dec
1918, pp. 218-221. Concludes necessity of building good roads from analysis
of London traffic statistics and considers problem of road disintegration and that
of paying for roads. From chambers' Jl.
Hard Surface Pavements. The Prevention of Longitudinal Cracks in Hard Sur-
faced Pavem°nts, Wm. C. Perkins. Contract Rec, vol. 32, no. 49, Dec 4, 1918,
pp. 972-973. Suggests use of tile in artificial foundation.
Macadam Roads. The Maintenance of Macadam Roadways, R. C. Heath. Contract
Rec, vol. 32, no. 52, Dec. 25, 1918, pp. 1033-1034. Preventing wear and
raveling; carpet treatment; economic importance of road maintenance. Paper
before Ky. Highway Engrs. Assn.
Snow Removal. Organization, Methods and Equipment Employed in Removing
Snow from Main Roads in Pennsylvania, George H. Biles. Mun. & County
Eng., vol. 55, no. 6, Dec. 1918, pp. 216-218. Addrers before Highway Traffic
Assn. of N. Y. State.
Snow Removal on Trunk Line Highways, Charles J. Bennett. Mun. &
County Eng., vol. 55, no. 6, Dec 1918, pp. 214-215, 3 figs. Address before
Highway Traffic Assn. of N. Y. State.
State Highways. State Highway Work in 1919. Good Roads, vol. 17, no. 1, Jan.
4, 1919, pp. 4-6. Report of available funds and plans for work in 31 states.
War, Roads During. Construction and Maintenance of Roads During War
Better Roads & Streets, vol. 8, no. 8, Aug. 1918, pp. 299 and 324. Policy issued
by Council of Nat. Defence.
See also CIVIL ENGINEERING, Materials of Construction (Road
Materials).
SANITARY ENGINEERING
Sku age Disposal. Sewage Disposal from an Operator's Standpoint, William K. F.
Durrant. Can. Engr., vol. 35, no. 24, Dec. 12, 1918, pp. 512-513. Comments
on each of features of plant consisting of detritus pit and screen chamber, pump
house, plain sedimentation tanks, bacteria beds, disinfecting chambers and
humuspond. Abstracted from Western Min. News.
The Private Sewerage Question, D. H. Wyatt. Clay Worker, vol. 70,
no. 6, Dec. 1918, pp. 500-501. Analysis of results produced by leaky building
drains and pewers. Vitrified pipe advocated as well constituted to withstand
chemical action.
The Aqua Privy. Indian Eng. Vol. 04, no. 14, Oct. 5, 1918, pp. 192-103,
3 figs. Special feature is that nightsoil goes straight into small septic tank under
seat, where it undergoes septic treatment.
Concrete Septic Tanks and Subsoil Disposal Fields for Country Homes,
John H. Perry, Domestic Eng., vol. 85, no. 10, Dec. 7, 1918, pp. 363-365 and 391,
5 figs. Design and construction of such systems.
Sanitary Conveniences and Comfort? for Country Homes. Clay- Worker,
vol. 70, no. 6, Dec 1918, pp. 501-503, 3 figs. Illustrates a manner in which
ordinary sewer pipe and drain tile may be used.
Sewage-Pumping Station. Design and Operation of Automatic Sewage Pumping
Station at West Haven, Conn., Clyde Potts. Mun. & County Eng., vol. 55,
no. 6, Dec. 1918, pp. 199-200, 2 figs. Draining sewage to common point for
treatment.
WATER SUPPLY
Freezing. How to Prevent Freezing of Riser Pipe? to Elevated Water Supply Tanks.
Mun. & County Eng., vol. 55, no. 6, Dec 1918, pp. 213-214. Four means:
(1) providing method for artificially heating water; (2) conserving heat in water
by providing sufficient insulation; (3) maintaining temperature of water above
freezing point by pumping and withdrawal of water; (4) adding chemicals to
lower freezing point. From Water Tower.
Purification. Four Years' Operating Results of Minneapolis Water Purification
Plant. Contract Rec, vol. 32, no. 47, Nov. 20, 1918, pp. 926-927. Filtration
data of plant having capacity of 96,000,000 gal.
Algal Growths and Chlorine Treatment of London Waters, A. C Houston.
Contract Rec, vol. 32, no. 47, Nov. 20, 1918, pp. 929-930, Report of Director
of Water Examination.
Water Treatment at Council Grove, Kansas, Louis L. Tribus. Can. Engr.
vol. 35, no. 25, Dec. 19, 1918, pp. 530-538, 4 figs. Results obtained unde
nighly varying conditions of turbidity at plant in operation for three yuur
Paper before Am. Waterworks Assn.
148
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
Reservoir Capacity. Determination of the Available Water Supply in the Haut-
Cher Basin (Contribution a la ddtermination du regime hydraulique du Cher)
P. Morin. Revue Generate de l'Electricite, vol. 4, no. 21, Nov. 23, 1918, pp.
805-806, 1 fig. Account of observations made to determine capacity of reservoirs
which would insure continuous delivery.
Stream Pollution. Control of Stream Pollution. Earle B. Pholps. Can. Engr.,
vol. 35, no. 21, Dec. 12, 1918, pp. 515-518. Considers use of streams for waste
disposal, effect of stream pollution, self-purification of streams, chemical methods
of sewage treatment, biological treatment of sewage, and purification of water.
From J. E. Aldred Lecture on Eng. Practice.
Relation of Main Drainage to River and Harbor Front Improvements in
Various American Cities, Morris Knovvlcs and John M. Rice. Mun. & County
Eng., vol. 55, no. 6, Dec. 1918, pp. 201-205. Special reference to methods
adopted for eliminating nuisance caused by discharge of raw sewage at Baltimore,
New Bedford, Mass., Cleveland, Toronto, Syracuse, N. Y., Washington,
Cincinnati, Waterbury, Conn., and Harrisburg, Pa.
WATERWAYS
Canal Traffic. The Potentialities of Our Inland Water Routes, Robert G. Skerrett,
Rudder, vol. 34, no. 12, Dec. 1918, pp. 565-570, 11 figs. Economic and com-
mercial aspects of developing possible canal traffic.
Flumes. Lindsay-Strathmore Irrigation Flume, Stephen E. Kieffer. Can. Engr.,
vol. 35, no. 25, Dec. 19, 1918, pp. 525-527, 5 figs. Self-supporting, high-level
flume with 2-in walls built on infide forms at rate of 130 lin. ft. per 8-hr. day;
nearly $1,500,000 expended in improvements to 15,500 acres in Cal.
Groynes. Groynes as Applied to Water Control and Silt Exclusion. Indian Eng.
vol. 64, nos 14, 15 and 16, Oct. 5, 12 and 19, 1918, pp. 194-195, 206-208 and
222-223, 16 figs. Experiments with silt bags from the results of which writer
concludes that when a canal is added to a Bell Bund system, flow behing
groyne is inroduced, but head still exists in pockets so that arrangement retains
power of checking and diverting silt.
Navigable Rivers. The Study of Currents in Navigable Rivers (I/etude de?
courants dans les rivieres navigables). P. Dupont. Genie Civil, vol. 73.
no. 17, Oct. 26, 1918, pp. 327-329. Recommends study of currents by
engineers in order not to differ so often with mariners in regard to construction
of improvements.
Calculations in Regard to Improvement of Rivers (Calculs concernant les
ameliorations de rivieres), Alf. Bijls. Genie Civil, vol. 73, no. 19, Nov. 19,
1918, pp. 371-373, 1 fig. Concludes from examination and comparison of for-
mula? generally use, that in calculations it is advisable to deduce the coefficient
of velocity from observations on long sections of 10 to 20 km. and to gage water
at all possible levels.
Sediment in Rivers. Sediment in River Waters, J. S. Ryan. Tran. Inst. Marine
Engrs., vol. 30, no. 238, Oct. 1918, pp. 217-218, 2 fig?. Experience with
propeller and shaft due to working amid water mingled with sand.
St. John River. St. John River Affords Big Opportunities, Frank S. Small. Can.
Engr., vol. 35, no. 23, Dec. 5, 1918, pp. 489-495, 3 figs. Topographical features;
reclamation of waste land by drainage; utilization of water powers; site proposed
for tideless harbor.
St. Lawrence River. Canada's Heritage in the St. Lawrence River, Arthur V,
White. Can. Engr., vol. 35, no. 24, Dec. 12, 1918, pp. 507-510, 2 figs. Indicates
power sites on river and refers to canalization of river as a unit. Address before
Elec. Club of Toronto.
Canada's Heritage in the St. Lawrence River, Arthur V. White. Elec.
World, vol. 72, no. 26, Dec. 28, 1918, pp. 1216-1217, 1 fig. Estimated low-water
power aggregates 2,000,000 h.p., of which greater part is wholly within territorial
area of Dominion and capable of development. From address before Elec.
Club of Toronto, Nov. 12, 1918.
MINING ENGINEERING
COAL AND COKE
California. Tesla Coal Mine, J. W. Beckman. Jl. Elec, vol. 41, no. 12, Dec. 15,
1918, p. 559. Indicates possibilities of a lignite mine in California.
Colliery Output. South Staffordshire and Warwickshire Institute of Mining
Engineers:. Presidential address, William Charlton. Trans. Instn. Min.
Engrs , vol. 56, part I, Nov. 1918, pp. 13-26. Considers question of output in
collieries under two aspects: 1, immediate and pressing need for United Kingdom
to produce utmost possible quantity of coal; 2, standpoint of output per unit
of person employed, and its bearing on prosperity of coal industry, and those
other industries whose ultimate economic position is affected by use and cost of
fuel.
What One Coal Mine Has Done. Stone & Webster Jl., vol. 23, no. 5,
Nov. 1918, pp..354-356. Mine in question hoisted 32,514 tons in one week.
GEOLOGY
Lake Michigan District. Explanation of the Abandoned Beaches About the South
End of Lake Michigan, G. Frederick Wright. Bui. Geol. Soc. Assn., vol. 29,
no. 2, June 1918, pp. 235-244, 3 figs. Peat deposits; series of moraines; supposed
changes of level; glacial and clay deposits underneath Chicago; provisional
estimates of glacial time afforded in this area. Presented in abstract before
the Soc.
MAJOR INDUSTRIAL MATERIALS
Tungsten. Chief Materials Needed in the Electrical Industry; Tungsten (De quelques
matieres premieres necessaires a l'industrie elect nque; le tungstene). D.
Pector. Revue Gencrale de l'ElcetricitS, vol. 4, no. 4, July 27, 1918, pp. 121-125.
Metallurgy, uses and ore deposits. Bibliography of documents.
Zinc Concentration. Concentration of Lead-Zinc-Silvcr Ore at the Zinc Cor-
poration's Mine, George C. Klug. Min. Mag., vol. 19, no. 5, Nov. 1918, pp.
243-245, 1 fig. Method? employed at Broken Hill. Gravity concentration by
jigging and tabling for production of high-grade lead concentrate; treatment of
ziney tailing by flotation methods (De Bavay, and Delprat); Seale-Shcllshear
method of cascading as modified by Lystcr and Hcbbard for selectively separating
galena from mill pulp.
Zinc Tailings. Treatment of Accumulated Tailing as Practised by the Zinc Cor-
poration, George C. Klug. Min. Mag., vol. 19, no. 6, Dec. 1918, pp. 298-300,
1 fig. Plant recovering zinc, silver and lead by mineral-separation process of
removal in collective float and subsequent separation of a lead concentrate from
collective float by tabling methods.
MINES AND MINING
Field Tests. Field Tests for the Common Metals in Minerals, George R. Fansett.
Univ. of Ariz. Bui., bul. 93, Min. Technology Series no. 21, Nov. 1918, 20 pp.
Compiled for Ariz. State Bur. of Mines and intended as text for lectures on
Prospector's Mineralogy.
Fire Protection. Smothering Mine Fires (Note sur l'embouage des feux de mine),
M. Cabane. Bulletin et comptes rendus mensuels de la Societe de l'industrie
Minerale, series 5, vol. 14, 3d issue 1918, pp. 67-77, 6 figs. Principal features
of system developed at Commentry Collieries; arrangement at Decazeville mines
designed to deliver dust under pressure; materials used to form dust.
Safety. Miners' Safety and Health Almanac for 1919, R. C. William?. Department
of Interior, Bur. of Mines, Miners' Circular 24; 48 pp., 7 figs. Responsibility
of miners concerning their own safety and that of others; pure drinking water
for mining camp?; prevention of accidents and promotion of sanitation; miners'
anemia; disposal of hu nan excreta in rural districts; sewage disposal in mines;
mine-rescue ears of Bureau of Mines. Other articles dealing with health con-
ditions and tending to impart information to miners arc included in bulletin.
Sampling. Sampling, F. W. Bunyan. Min. & Sci. Press, vol. 117, no. 25, Dec. 21,
1918, pp. S27-832, 2 figs. Emphasizes importance of sampling in analytical
work anil illustrates with examples value of systematic procedure inperforming it.
Stoping Methods. Mining Methods of United Verde Extension Mining Co., Charles
A. Mitke. Bill. Am. Inst. Min. Engrs., no. 145, Jan. 1919, pp. 9-22, 3 figs.
Considerations which influenced selection and planning of adaptable stoping
method. Ore deposit considered as replacement of volcanic schist. Minerali-
zation believed to have taken placeafter intrusions of diorite and quartz porphyry
had folded and faulted schist.
VENTILATION. Cooling and Drying the Air in Deep Mines, Sydney F. Walker. Iron &
Coal Trades Rev., vol. 47, no. 2645, Nov. 8, 1918, p. 518. Writer believes coal
may be mined successfully at depths from 5000 to 6000 ft. by treating each
individual mine, each pair of shafts and the workings connecting them, in same
manner as modern cold stores are treated. Gives recommendations and refcrr
to actual installations.
Welfare Work. Welfare Work in the Mining Work in the Mining Industry, H.
Lipson Hancock. Chem. Eng. & Min. Rev., vol. 10, no. 121, Oct. 5, 1918,
pp. 6-13, 18 figs. Betterment work being done by South Australian company.
MINOR INDUSTRIAL MATERIALS
Arsenic. Arsenic and Its Occurrences in South Queensland (1), H. I. Jensen.
Queensland Government Min. Jl., vol. 19, no. 221, Oct. 15, 1918, pp. 455-458.
Notes on arsenic as a source of trouble in metal extraction and on its origin
and extraction.
OIL AND GAS
Gas Pressure. Record of Gas-Pressure from a Borehole, Charles J. Fairbrother.
Trans. Instn. Min. Engrs., vol. 56, part 1, Nov. 1918, pp. 6-8, 2 figs, and (dis-
cussion) pp. 8-10. Photographs showing gas blowing out of borehole while clear
of rods, and borehole with rods in and water being blown in all directions by force
of gas.
Gas Storage. Natural-Gas Storage, L. S. Panyity. Bul. Am. Min. Engrs., no. 145,
Jan. 1919, pp. 23-25, 2 figs. Scheme to regulate pressure by connecting exhausted
well to high-pressure gas line.
Petroleum Hydrology. Petroleum Hydrology Applied to Mid-Continent Field,
Roy O. Neal. Bul. Am. Inst. Min. Engrs., no. 145, Jan. 1919, pp. 1-8. Method
of distinguishing between waters that encroach upon oil-bearing beds from
sources in stratum and waters that reach oil sands from planes above.
PRECIOUS MINERALS
Gold. Two Instances of Mobility of Gold in Solid State, Edward Keller. Bul. Am.
Inst. Min. Engrs., no, 145, Jan. 1919, pp. 33-42, 1 fig. Assay results of gold
movementon surface of auriferous copper when latter is subjected to oxidation.
RARE MINERALS
New Minerals. Review of New Mineral Species (Revue des espices mine>ales
nouvelles), P. Gaubert. Bulletin de la Societe Francaise de Mineralogie, vol
41, no. 4-5-6, Apr. -June 1918, pp. 93-96 and 117-130. General notes on
appearance, occurrence and constitution of 29 minerals discovered in recent
years. Reference made in each case to publication wh^re first account of
substance appeared.
Stt also INDUSTRIAL TECH NOI.OGL, Yttrium.
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
149
METALLURGY
BLAST FURNACES
Development in 1918. 1918 Blast Furnace Development Reviewed, F. H. Wilcox.
Blast Furnace, vol. 7, no. 1, Jan. 1919, pp. 30-31. Analysis indicates tendency
has been toward large hearths, steep and low boshes, high inwall batters and
moderate thickness of lining.
Gases. Remarks on the Composition of Blast-Furnace Gases and Volumetric Methods
of Measuring the Gas Produced and the Air Blown In (Remarques relatives a la
composition des gaz de haut fourneau et methodes volumetriques pour le calcul
du gaz produit et du vent souffle). J. Seigle. Bulletin et Comptes rendus mensuels
de la Societe. de l'lndustrie Mineralc, series 5, vol 14, 3d issue 1918, pp. 113-131,
1 fig. Methods of measuring gases by weight (Gruner and Ledebut ) ; volumetric
methods based on combination of carbon or on combination of oxygen; examples
of applications; comparison of theoretical results and practical analyses
Manganese. How to Save Manganese and Coke. Iron Trade Rev., vol. 03, no. 21,
Dec. 12, 1918, pp. 1347-1318. Table of operating data of 12 blast furnaces
producing ferromangancse and spiegeleisen and 40 per cent of output of man-
ganese alloys in U. S. Conclusion reached that large savings can be effected by
using low-ash cokes.
Research. Study of Blast Furnaces, Based on the Researches Undertaken by-
Francis Mulct (Etude BUT les hauts fourneaux d'apres les travail! de Francis
Millet 1 , E. Damour. Bulletin et Comptes rendus mensuels de la Societe de
l'lndustrie Minerale, series 5, vol. 14, 3d issue 1918, pp. 5-47, 1 fig. Economical
operation of furnaces; analysis of charge and ol gaseous products; heat required
by chemical reactions; influence of temperature of blast on coke economy;
utilization of gases; variation in coke consumption with output.
See also MF.CHAMCAL ENGINEERING,
Furnace Gas).
COPPER
Fuels anJ Firing
Brass, Cartridge. A Comparison of Grain-Size Measurements and Brinell Hardness
of Cartridge Brass, YV. H. Bassett and C II. Davis. Bui. Am. Inst. Min. Engrs .
no. 14o, Jan. 1919, pp. 57-78, 16 figs. It was found that grain sizes of brasses
annealed at low temperatures are greatly affected by previous grain size and
reduction by rolling, consequently hardness of cartridge brass may be better
determined by Brinell-hardness measurement than from grain size.
Bronzes. The Constitution of the Tin Bronzes, Samuel [,.
Min. Engrs., no. 144, Dec. 1918, pp. 1721-1727, 1, fig:
effect over a -f B range.
Hoyt. Bid. Am. Inst.
. Explains upper lie it
Chloridizing Roasting. Chloridizing-Roasting of Burnt Pyrites on the Ramen-
Beskow System, Peter Klason. Min. Mag , vol 19, no. 6, Dec. 191s, pp. 301-
313,4 figs. Suggests improvement of Longmaid-Hendersop process for extracting
copper from pyrites that have been burnt by alkali manufacturers.
Copper-Aluminum Alloys. Constitution and Hardness of Copper-Aluminum
Alloys Having High Percentage of Copper (Constitution et duretc des alliftges
cuivre-aluminium riches en cuivre). La Metallurgie, year 50, no. 45, Nov. 0,
1918, pp. 1631-1633, 1 fig. Effect of temperature of hardening on hardness of
alloys containing 9 to 16 per cent, aluminum. (Continuation of serial )
FLOTATION-
RUTH Flotation Machine. Ruth Flotation Machine, Arthur . I. Hoskin. Queensland
Government Min. Jl., vol. 19, no. 222, Nov. 15, nils, pp. 500 501, 3 tigs.
Machine for concentrating minerals by oil flotation; designed on principle that
best attachment of minerals to bubbles takes place when there is least amount
of relative motion.
STEEL AND IRON
Basic Steel. Formula for Strength of Basic Steel, Andrew Me William. Iron
Age, vol. 102, no. 25, Dec. 19, 19 is, pp. 150s- 15 11, 3 figs. Calculations made
from composition; influencing principal elements; application to basic steel.
Paper before Iron & Steel Inst., London, Sept, Ills.
Cast Iron. The Mixing and Melting of Cast Iron, J. F. Mullan. Can. Foundry-man,
vol. 9, no. 12, Dec. 1918, p. 301. Review of opinions expressed by several
experts leads writer to assert that success oi foundry depends more on proper
management of furnace than on any other branch of the trade
Electric Steel. Making Electric Steel for Roller Bearings, Edward K. Hammond
Machy., vol. 25, no. 4, Dec. 1918, pp. 818-326, 20 tigs Methods of operating
HGroult electric furnaces, forging ingots, rolling billets and col-drawing steel into
solid bars and seamless tubing.
Ferro-Allovs. The Ferro-Alloys, J. W. Richards. Gen. Elec. Rev., vol. 21, no.
11, Nov. 1918, pp. 751-755. Composition of these alloys, method of manufac-
ture, and properties imparted to steel by addition of each of the molten metals.
Also Metal Trades, vol. 9, no. 12. Dec. l'.lls. pp. 1SS-1S9, 2 figs. Properties
of ferromolybdenum, ferro-vanadium, ferrotitanium and ferroboron. Paper
read at Nat. Exposition of Chem. Indus.
The Manufacture of Ferro-Alloys, Robert M. Keeney. Automotive Fug ,
vol. 3, no. 10, Dec. 1918, pp. 164-468. Ores and furnaces used and methods
followed to produce ferrochrome, ferromangancse, ferromolybdenum, ferrotung-
sten, fcrrovanadium and ferrouranium; uses of these metals.
The Manufacture of Ferro-Allovs in the Electric Furnace, E. S. Bartcll.
Min. Jl., vol. 123, no. 4346, Dec. 7, 1918, p. 70S. Comparative efficiency of
large and small furnaces used in manufacture of ferromanganese. Discussion
of Am. Inst. Min. Engrs. paper by Robert M. Keeney.
Record of an Old Ferro-Silicon Furnace, I. Peterman. Blast Furnace,
vol. 6, no. 12, Dec. 1918, pp. 492-493. Historical account of plant built in
1792, now a part of Warner Iron Co.
Forged Steel. Influence of Forging and Rolling on the Properties of Steel (Le
corroyage de l'acier. Son influence sur les proprieties du metal), George; Charpy.
Revue de Metallurgie, year 15, no. 5, Sept.-Oct. 1918, pp. 427-448, 9 figs.
Experiments conducted by engineering staff of large works; records of defor-
33 mations by forging of straight lines drawn originally on surface of bar and examin-'
ation of section of hollow threaded cylinder filled with liquid metal of same com-
position and rolled after solidifying under pressure of 1200 tons from 530 mm. in
diameter to 265 mm.
Metallurgy in 1918. Phases of Iron and Steel Metallurgy in 1918, John Howe
Hall. Iron Age, vol. 103, no. 1, Jan. 2, 1919, pp. 27-28. Remedies for ingot
defects; strides in steel-casting industry; manganese problem; alloy-steel helmets.
Open-Hearth Furnaces. Principles of Open-Hearth Furnace Design, Chas. H. F.
Bagley. Blast Furnace, vol. 6, no. 12, Dec. 191S, pp. 505-507, 3 figs. Calcu-
lations relating to pressure in furnace, port ends, ratio of air to gas passages.
Flue and valve diagrams. Paper before British Iron & Steel Inst. (Concluded.)
Plate and Structural Mills at Fairfield, Ala. Iron Age, vol. 103, no. 1,
Jan. 2, 1919, pp. 47-49, 3 figs. New plant of Tennessee Coal, Iron & Railroad
Co., to serve Mobile shipyard; producing steel by triplexing at Ensley open-
hearth works.
OXYGEN in Steel. Determination of Oxygen in Steel. Iron Age, vol. 102, no. 26,
Dec. 26, 1918, pp. 1573, 2 figs. Objections to Ledebur method apparently
overcome; detail- of modifications; interesting comparative analyses.
The Heterogeneity of Steel i L'h'-t iSrogeneitS de l'acier), H. le Chatelier and
B. Bogitch. Genie Civil, vol. 73, no. 18, Nov. 2, 1918, pp. 350-351, 6 figs.
Concludes, from experiments with Stead's reagent, that microscopic hetero-
geneity of steel is due to oxygen in solid solution in metal.
Russian Ikon Works. Pre- War Russian Iron and Steel Plants. Iron Age, vol. 102,
no. 25, Dec. 19, 191S, pp. 1501-1507, 11 figs. Output and e luipment of leading
works; prospects after war.
STRUCTURE of Steel. Inspecting the Structure of Metals, .1. ,T. Mclntyre. Am.
Drop Forger, vol. 4, no. 11, Nov. 19H, pp. 443-441. 2 figs. Shows manner of
taking structural photographs of metal or similar opaque objects with ordinary
camera .
Development of Grain Boundaries in Heat-Treatcd Alloy Steels, R. S.
Archer. Bui. Am. Inst. Min. Engrs., no. 145, Jan. 1919, pp. 51-55, 12 figs.
Specimen is etched in 4 per cent solution of picric acid in ethyl alcohol from
5 to 25 min., then carbonaceous smudge is rubbed off on moist broadcloth or
kersey.
See also MECHANICAL ENGINEERING, Heat Treating {Malleable
Iron): Machinery, Metal-Working 'Steel, High-Speed): ELECTRICAL ENGI-
NEERING, Furnaces (Steel Furnaces)
AERONAUTICS
AEROSTATICS
Ascending and Landing, Military Aerostatics, H. K. Black. Aerial Age, vol. 8,
no. 16, Dec. 30, 19 IS, p. 811. Precaution in ascending and in landing. (Con-
tinuation of serial.)
BALLOONS. Manufacture of War Hallo. ins in !'. S., Allen Sinsheimer. Automotive
Indus., vol. 39, no. 22, Nov. 2s, 191s, pp. 025-927, 6 tigs. Adaptation of French
Caquot type.
Free Ballooning. Military Aerostatics, II. K. Black. Aerial Age, vol. 8, no. 14,
Dec. 16, 1918, p. 705, 1 fig. Training in free ballooning. (Continuation of
serial.)
Sites. Meteorological Kites (Cerfs-volantS meteorologiques), L-P. Frantzen.
Aerophile, year 26, nos. 19 and 20, Oct. 1-15. 1918, pp. 298-299, 3 figs. Parti-
culars of German design of " Diamant " type.
AIRCRAFT PRODUCTION!
Navy Plant. Our Navy Winged Destroyers, Austin C. Lescarboura. Sci. Am.,
vo. 119, no. 21, Dec. 11, 1918, pp. 4S0 1S1 and 4SIJ--IS7, 8 figs. Work done by
Navy in establishing Government-owned aircraft plant for supplying giant
seaplanes.
RIGGING From a Rigger's Note-Book. Flight, vol. 10, no. 47, Nov. 21, 1918, pi
1313-1315, 8 figs. General procedure of rigging. Case of a B. E. 2c is taken u
in detail.
pp.
IP
Report of the Director of Military Aeronautics. Aerial Age,
vol S, no. 14, Dec. Ill, 1918, pp. 720-722. Story of development of personnel,
training and organizing phases of present Air Service.
APPLICATIONS
A.BROPLANB Business. The Future of the Airplane Business, C. F. Kettering. Jl.
Soc. Automotive Engrs., vol. 3, no. 6, Dec. 1918, pp. 35S-362 and pp. 362-363
(discussion), 2 figs. Present difficulties in civilian use of airplanes as built at
present; types of military airplanes. Presidential address before Detroit Sec-
tion of Society.
AMERICAN View. Future of the Aircraft. Industry, Harry Bowers Mingle, Aviation,
vol. 5, no. 9, Dec 1, 1918, pp. 560-582, 3 figs. Enumerates possible uses of air-
plane in scientific, civil and sp-irting fields.
British Civil Transport. Civil Aerial Transport. Flight, vol. 10, no. 48, Nov. 28,
1918, pp. 1350-1351. Outline of report of Civil Aerial Transport Committee
regarding steps to be taken to develop aviation for civil and commercial purposes
and utilizing trained personnel for that purpose. From London Times.
150
JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
Control op Aircraft. The Two Futures for Flight, H. Massac Buist. Flight,
vol. 10, nos. 48 and 49, Nov. 28 and Dec. 5, 1918. pp. 1352-1354 and 1370-1373.
Argues against establishment of bureaucracy in connection with development of
aviation alike for military, public and private purposes, and for absolutely
free scope for development and application by individuals or companies.
Dutch View or Future. Flying Machines and Air Communication and Navigation
in the Near Future (.Vliegmachines, bestuurbare luchtschepen en het luchtverkeer
in de naaste toekomstK Ph. Kaptevn. De Ingenieur, year 33, no. 43, Oct.
26, 1918, pp. 827-845, 41 figs.
Italian View of Commercial Aviation. Commercial Aviation, Gianni Caproni.
Aeronautics, vol. 15, no. 264, Nov. 6, 1918, pp. 428-430, 3 figs. From Rivista
dei Transporti Aerei.
AUXILIARY SERVICE
Trucks. Building Trucks for the Aviation Service, M. E. Hoag. Am. Mach., vol.
49, no. 23, Dec. 12, 1918, pp. 1089-1092, 13 figs. Description of construction
and assemply of some special parts. Second article.)
ENGINES
Austro-Daimler. The 200 H. P. Austro-Daimler Aero Engine. Flight, vol. 10,
no. 46, Nov. 14, 1918, pp. 1288-1293, 7 figs. Ignition; carburetor and induction
system; petrol tanks; air pump; water pump; water cooling system; calibration
and endurance test report; metallurgical test report; general data; general
analysis by weights. Issued by Technical Department, Aircraft Production,
Ministry of Munitions. Also Automobile Engr., vol. 
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